3CIA President 1915-1916 JOHN LINDALL SUPERINTENDENT OF ROLLING STOCK AND SHOPS BOSTON ELEVATED RAILWAY CO. BOSTON, MASS. JJACWTJ VIH01 CO YAWJIA* A' bd bd (20) Dividing equation (19) by bd we get: , /A + A'\ /A , A' d'\ Hence: k2 + 2n (p + P') k = 2n (p + p' jj (21) This last equation gives value of k from which the neutral plane JK of the beam may be located. When p =p' this reduces to — k2 + 4npk = 2np^i + ^ (21a) VALUE OF THE RESISTING MOMENTS : When the beam is bent, a break may occur due to the failure of the steel in tension or of the steel or concrete in compression. The resist- ing moment of the beam is equal only to the minimum resisting moment offered by the compressive or tensile stresses and in any given case both of these must be computed and the smaller one used. The resisting moment due to tensile stress in the steel is : Moment = Unit stress x steel area x moment arm. or: Ms = fg A jd inch pounds = f pjbd2 since A = bpd (22) Report of Committee on Power Distribution 49 In a similar manner, the resisting moment due to the compressive stress in the concrete is found. The average unit stress is ^fc and the area over which it acts is bkd. The moment arm is the distance from the point of application of the force C (which is at the centroid of area LRN) to the center of the steel GH or 3 The moment is then : h f bkd — — ) for the concrete. c \ 3 I The resisting moment due to the compression in the steel is : fg' A' (d — d') or fs' p' bd (d — d') since A' = p'bd The total resisting moment due to the compressive stresses is then : Mc = |fk(i — |k) bd* + V p' bd (d — d') (23) But from equation (15) we may substitute for fs' and get — M — if k (1 — |k) bd2 + nf 1 (k — P' bd (d — d') c c c k \ d / = fok (i/2 - ik)bd» + nfci-(k-i') p'bd- (l-f) ^[k(l/2_|)+2p:(k-9(I_-)]fcbd! m in which Mc is in inch pounds. The final equations for the resisting moments of tension and com- pression as given in equations (22) and (24) are the same as shown in Turneaure and Maurer's " Principles of Reinforced Concrete Con- struction," 2nd edition, page 95, and also in the " Standard Handbook for Electrical Engineers," 4th ed., page 1800. ALLOWABLE LOADING OF POLE: The resisting moments due to tension and compression are to be computed and the smaller one used to determine the allowable load on the pole — call this smaller moment M. Then this moment must equal the product of the externally applied force tending to bend the pole multiplied by the distance of this force from the pole section for which the resisting moment M was computed. If P is the force in pounds which may be applied to the pole and I is the distance in feet from the point of application of P to the section under con- sideration, then : M = i2 IP (25) the factor 12 being introduced to get the external bending moment into inch pounds. If a factor of safety is desired to get the ultimate loading PQ instead of the safe loading P we have: sp = p0 (26) So Engineering Association and from (25) M 12 /Po (27) A factor of safety of 3 is a desirable value. TAPER OF POLE: 1. Experience has shown that a pole of ordinary length (27 to 35 ft.) can be handled, has sufficient strength, and looks well when it tapers from approximately 6 inches between parallel faces at the top to 12 inches at the bottom. Assuming these dimensions, we find the actual total taper of the poles to be : Length of Pole — Feet 27 28 29 30 31 32 33 34 35 Total inches Taper per Foot 222 .214 .207 .200 .193 .187 .181 .176 .171 The average taper is 0.195 inches per foot and was taken for com- putation as 0.2 inch or 1 inch in 5 feet of pole. With the top taken as 6 inches (viz: t = 6) between faces in all cases, we have : B — t B — 6 — = — = 0.2 or — = — =0.2 Therefore B = o.2 L + 6 inches (28) Where B is distance between faces at bottom of pole in inches, L is total length of pole in feet. From this, the butt dimension may be computed. POLE DIMENSIONS AT ANY SECTION : 2. It is convenient to designate the size of the pole section by the distance between parallel faces at that section. This distance is b as previously used. If t is the top dimension and B the dimension at the bottom, the pole being L feet in length, we have the taper per jr; B — t toot as L If the section is D feet from the bottom, then the taper to the section g £ in question from the top is — =- — (L — D) and this added to the top dimension gives the desired dimension at the section, or: ■g £ b = t + — t (L — D) inches , L (29) Putting in value of B from (28) and taking t = 6 inches we have: b = o.2 (L — D) +6 (29a) Report of Committee on Pozver Distribution 51 For a setting of 6 feet in the ground, D = 6 feet and putting in the value of B from (28), we have at the ground line: b =6 + 0.2 (L — 6) inches (30) o when L is in feet. The area at any section may also be computed in terms of the dis- tance between parallel faces (b). This area will depend upon the shape of the section. The area of any regular polygon is length of side (L) x number of sides (s) x \ perpendicular from center to side h, Lsh — or area = 2 2 But — L t. b A 2 * X h = — and — — = tan — 2 h 2 where X is the angle at the center subtended by a side of the polygon _ Substituting for h and reducing, we get: L = b tan — 2 and finally the area is : — tan — =Fb2 4 2 For various sections, the values are: X „ X S Area F Tan — 2 Square 900 1.0000 4 1.0000 b2 1.0000 Hexagon 60° 0.5774 6 0.8661 b2 0.8661 Octagon 450 0.4142 8 0.8284 b2 0.8284 Circle .. 0.7854 b2 0.7854 To get area of any section, find b, then b2 and multiply by the factor F above. IV Computation of Pole Strength In order to simplify the computation of poles the various successive steps are outlined, without any explanation of the reason therefor. The numbers refer to the equation used, and the meaning of the symbols is given in the notation and in Fig. 1 and 2. The accompany- ing table shows the results of computation in detail for a set of poles from 27 feet to 35 feet in length, and set 6 feet in the ground — the bending moments being computed at the ground line. The length of pole desired having been determined the width of the base in inches is computed from B = o.2L + 6 (28) 52 Engineering Association This assumes a width of 6 inches at top of pole, and a uniform taper of one inch in five feet of pole. The pole width at any section desired (such as the ground line) is obtained from b = B — 0.2 D or b = o.2 (L — D) + 6 (29a) where D is the distance in feet from the bottom of the pole. The values d and d' are from d = o.85b — 0.71 inches' (8) d' = o. 15b + 0.71 " " (9) or "from d=o.i7 (L — D) +4-39 (8a) d' = o.03 (L — D) + 1.61 (9a) It may be noted that d + d' = b T e ratio of -r- is then computed from the values of d and d'. The " steel ratio" (p) is by definition equal to (20) The area of the reinforcing rods in tension (A) is dependent upon the number and size and must be computed for each section. In this case the reinforcement is symmetrical and there are as many rods in tension as in compression — that is p = p'. The position of the neutral axis is determined by the value of k which is computed from — . k2 + 2n (p + p') k = 2n ^ p + (21) The location of JK in Fig. 1 was thus determined from the average value of k as given in Table 1. When p = p' the value of equation (21) becomes k2 + 4n p k = 2n p ^1 the ratio of the P CD •a 8 o g to, vO ioO O r~ r~ Is- D, 2 H H H M 55 o o K y CD CTj W H H J O a O * H CO CO oo 00,0 OO N MD 00 O f0\O 00 o rf c: r*- ^t* o rno o ^- m r-00 OO m N ro TtNON-tNOOOlO I ooooooooooo r» r- I oo vO •-< to oo o too ' rOsO 00 w lO O ^OCO fO oco r- r-o io io tj- r*- ooooooooo O *i"00 oo ■'-f r- r— rtoo Zooccco OOOC O O ) h O MCr^w O00 \0 oooo r^r^i>r^ooo 't O ro>o O \© \0 o *o o o *o *o o r~oo O, O w oo O" ) inch, and jaws at top having thickness at point one-half (^2) inch above bottom of groove of not less than five-eighths (-Hs) inch. The thread must be two (2) inches long, starting from a point one (1) inch above bottom of insulator. "Seven (7) Strand" Steel Cable GENERAL : 72. Seven (7) strand steel cable shall consist of seven (7) gal- vanized wires each of uniform circular section throughout free from scales, flaws, splints or other imperfections not consistent with the best commercial practice. The wires of any cable must be of the same commercial grade of steel, and must have approximately the same breaking strength. Joints in the individual wires must be well made, and no two (2) joints in the completed cable shall be less than one hundred and fifty (150) feet apart. character: 73. The finished cable shall meet the following requirements : Minimum Breaking Strength Diameter of Cable Standard Siemens Martin High Strength 1 2,300 3,800 S.ooo 6,500 3,060 4,860 6,800 9,000 4,000 6,000 11,500 18,000 6o Engineering Association Switch Boxes GENERAL : 74. Switch boxes if of wood, must be of well seasoned stock, dove- tailed or equally securely fastened against separation, and well painted inside and out. Holes for cables must be inclined upwards towards inside to prevent entry of rain. Box must be of sufficient length to completely contain switch handle in either position, and cover must have substantial hinges and fastening. (See Fig. 12.) Tree and Cable Guards GENERAL : 75. Tree and cable guards must be of type readily applied to existing lines, and when installed must remain fixed in position on cable and must be of length and character to furnish adequate protection. (See Fig. 12.) Wood Insulator Pins and Brackets GENERAL : 76. Pins and brackets must be well formed with smooth surfaces, true to size, having threads smooth, uniform; and square with axis of pin. CHARACTER : 77. Wood for insulator pins and brackets must be live, close and straight grained, thoroughly seasoned yellow or black locust, clear and free from any defects which would impair the strength or life Small knots not over one-eighth (3^) inch diameter, or small season checks will be allowed on shoulder and on lower half (^2) of shank of not over five (5) per cent of order; sapwood will be allowed on the shoulder provided it does not extend to the shank. feeder pin : 78. Feeder insulator pin must be nine (9) inches long over all, having a thread section one (1) inch diameter at top and two and one-half (2^2) inches long; a shoulder between one and three-quarters (1%) and1 two (2) inches in diameter, four and one-half (4^2) inches below top of pin, and a shank four and one-half (4^2) inches long, one and one-half (1^2) inches diameter at shoulder, and one and seven-sixteenths (1 7/16) inches diameter at base. (See Fig. 13.) BRACKET PIN \ 79. Bracket pins must have total length of eleven and one-half (11H) inches, with a body six and three-quarters (6?4) inches long, two (2) inches wide, three-eighths (^) inches thick at base, and two and one-half (2^2) inches thick at head, having two (2) nail holes at right angles to pole edge and on center line. The pole edge must make angle of approximately twenty (20) degrees with pin axis. Taper Report of Committee on Power Distribution 6 1 must change from rectangular of body to cylinder of thread in a length of two and three-quarters (2^4) inches. Thread must he two (2) inches long and one (1) inch diameter at top, and grain of wood must be sufficiently nearly parallel to axis to extend from either lower edge to at least the bottom thread on opposite side of pin. (See Fig. 13- ) Wood Break Strain Insulators character : 80. Wood break strain insulators, must be of clear second growth straight grained hickory, thoroughly seasoned, impregnated with oil or other preservative, and having natural finish. Caps must be of mile steel or malleable iron, fitting wood sufficiently closely to exclude moisture, but not so tightly as to cripple fibres. Eyes must have a clear opening one (1) inch long by three-quarters (%) inch wide; clevis type must have clear openings of thirteen-sixteenths (13/16) inch between jaws, and between bolt and back of clevis, and must be fitted with three-eighths (^) inch diameter cotter bolt. sizes : 81. Wood break strain insulators for service up to and including 750 volts must have at least five (5) inches of wood clear between caps and must be of the following sizes : "One (1) inch" Minimum diameter of wood one (1) inch; breaking strength not less than five thousand (5000) pounds. "One and one-quarter (i^4) inch" Minimum diameter of wood one and one-quarter (iJ4) inch; breaking strength not less than eight thousand (8000) pounds. "One and three-quarters (i^4) inch" Minimum diameter of wood one and three-quarters (iH) inches; breaking strength not less than fifteen thousand (15000) pounds. (See Fig. 14.) We recommend the adoption of these specifications as Recom- mended Specifications. Report of Committee on Power Distribution 63 Report of Committee on Power Distribution 65 3 66 E ng in eering A s so elation 68 Engineering Association Report of Committee on Power Distribution 69 STANDARD THREAD FOR PINS AND INSULATORS In accordance with the recommendations of the Committee on Power Distribution for 1915 and their approval by the Executive Committee, the President of this Association invited the several other national associations particularly interested to join in establishing a " Standard Thread for Insulators and Pins." The Committee thus formed consist- ing of Messrs. J. T. Barron representing the American Institute of Electrical Engineers, J. A. Brundige for the National Electric Light Association, R. D. Coombs for the American Railway Engineering Association, R. F. Hosford for the American Telephone and Tele- graph Company, C. H. Morrison for the Railway Signal Association, and a member of this committee for this Association, has secured and discussed much data but feels that further investigation is necessary before definite recommendations can be wisely made. We therefore report progress, and recommend the subject be continued. STRUCTURAL STEEL CROSS ARMS AND FITTINGS The Executive Committee having approved the further recom- mendation of the 1915 Committee on Power Distribution that Standard Specifications for Structural Steel Cross Arms and Fittings be prepared, a data sheet was sent to the member companies presumably best qualified to advise as to actual experience. Briefly, 47 companies replied, 17 of these having actual experience, or which latter, 4 employ patent forms. The majority find steel arms of higher first cost but cheaper in the end, as easy to obtain and to install as wood, and requiring less maintenance ; and with two exceptions — who apparently also will use steel, but with changes — they will use the present type for future work. The replies to the data sheet were unusually good, and this Com- mittee here expresses its appreciation of the assistance so given. It feels, however, that before standards are established further infor- mation is needed from not only others of our own association but from allied industries also using steel arms. Moreover since many of the factors in the practical question "Is the use of structural steel arms advisable?" apply to other metal arms as well, your Committee feels it is desirable to broaden the subject to include all metal arms. We report progress, and recommend that the subject be continued, and that it be broadened to cover the Preparation of Standard Speci- fications for Metal Cross Arms and Fittings. HIGH VOLTAGE D. C. AND CATENARY TROLLEY CONSTRUCTION In accordance with the instructions to secure a "Collection of Data Preparatory to Possible Standard Specifications for High Voltage D. C. and Catenary Trolley Construction " your Committee has under- 7o Eng in eering Association taken such collection and has a large amount of valuable information in detail for the use of the Committee for 1916-1917. For the general information of the Association two tables are sub- mitted showing general details of some important lines of the two classes. The evidence to date indicates that the construction for high voltage direct current operation has no problems different from the 600 volt opeiation except those of insulation and the minor mechanical changes necessary to secure the same and that the present " Specifi- cation for 600 volt direct current overhead trolley construction" can, in the light of the facts available, be readily broadened to cover the field. We recommend that the Committee on Power Distribution for 1916-1917 be instructed to prepare a Standard Specification for High Voltage Direct Current operation " by broadening the existing 600 volt construction specification if this be practicable; otherwise to prepare a separate specification. The data at hand on Catenary Construction may be briefly sum- marized as follows : Catenary construction has been in use some fifteen years. In that time many experiments have been tried, but the experiences of the heavy service lines and the result of the tests by the Connecticut Company in which a large series of types installed on one line to insure identical conditions, have been worn out in service, seem to prove that the simplest form of sliding hanger and single contact wire is best for the lighter service, with the question as to whether it or the duplexed wire is best for heavy service still open. The New Haven, the Norfolk and Western, and the Pennsylvania in duplex are all satisfactory; the Chicago, Milwaukee and St. Paul in sliding hanger will give needed evidence on this form in a short while. Hanger spacing of from ten to fifteen feet seems most satisfactory. In theory, the hanger spacing should be such that the weight of the span would just balance the uplift of the collector, and this would call for spans of 50 feet in single 4/0 copper, but the great variations in the collector pressure, resulting from the sway and jolt of the car, and the greater slack resulting from expansion, combine to cause abrupt little waves in the trolley wire resulting in pounding and injury at the ears, and in practice from ten (10) to fifteen (15) feet spacing seems to give the best results. Wood poles are usually spaced 150 feet on tangents; steel structures, 300 feet. In the first case, a single messenger carries the hangers directly upon it ; for the longer span, a secondary messenger in spans of 100 feet, allows the use of comparatively short hangers for the contact wire and consequent evenness of loading throughout. Report of Committee on Power Distribution Ji In the present simple suspension specification, the Association has the foundation for a Catenary specification. The majority of the paragraphs are directly applicable ; and with comparatively little change and addition to " Supporting System," and " Trolley Wire " these can be made suitable. We recommend that the Committee on Power Distribution for 1916-1917 be instructed to prepare a " Specification for Catenary Overhead Trolley Construction " this to cover high voltage as well as 600 volt direct current service. A Partial List of High Voltage D. C. Railways Road Length miles Voltage Suspension Collector Aroostook Valley, Maine Dallas, Waco & Corsicana, Texas Illinois Traction, Illinois Indianapolis & Louisville Japan Imperial Railways, Japan Milwaukee Electric Light Oakland, Antioch & Eastern Oregon Electric Piedmont Traction Pittsburg, Harmony, Butler & New- castle Southern Pacific-Oakland Washington, Baltimore & Annapolis . . . Kansas City, Clay County & St. Joseph. Piedmont & Northern Portland, Eugene & Eastern Salt Lake & Utah Butte, Anaconda & Pacific Canadian Northern Chicago, Milwaukee & St. Paul. 42 30 9i 93 141 45 77 138 60 640 1 , 200 1,200 1,200 1,200 1,200 1,200 I , 200 1,200 I , 200 I , 200 1,200 I , 200 1,500 1 ,500 1,500 i.Soo 2,400 2 ,400 3,000 Simple Wheel Catenary. . . Catenary. . . Catenary. . . Sliding shoe Catenary. . . Wheel Catenary. . . Wheel Catenary. . . Wheel Catenary. . . Wheel Special Wheel Catenary. . . Pantagraph Catenary. . . Wheel Catenary. Catenary. Catenary. Catenary . Catenary. 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Anchor rods, bolts of all kinds, braces, guy hooks, lag screws, support rods and pole steps must be of standard wrought iron or mild steel ; guy clamps, metal insulator pins and pole bands may be of standard wrought iron, mild steel, or malleable iron as specified. [All castings such as bracket] Bracket fittings, mechanical ears, hanger shells, pullovers, strain plates, and other castings subject to tensile or bending stresses must be of malleable iron or its equivalent [.] ; crossings and frogs may be of malleable iron or bronze. Guy plates, hub guards, thimbles and washers may be of commercial grade of iron or steel. Bracket arms may be of commercial pipe or tubing. In the sheets Fig. 1 to 9 inclusive, change the headings of the tables in the lower right hand corner of each from [Tolerances] to " Permissible lTariations ". In the table of Permissible Variations of Fig. 2 correct the last line so that " p " permits Yz" over and O under instead of J4" over and O under as at present. Recommended Specification for 6oo-volt Direct Current Overhead Trolley Construction * (Engineering Manual Ds 2b) HOLES ON SLOPES : 16. The depth of a hole on sloping ground shall be measured from the lower side of the hole; and in very steep slopes and in loose or otherwise doubtful material the depth [may] should be increased over the standard depth by an amount to be determined for each case on the ground. concrete settings — size : 22. (a) Concrete settings shall have a diameter at least twelve (12) inches greater than that of pole, and shall completely fill pole hole to a level six (6) inches below surface of the ground. In parking strips the authorities may require the concrete to finish at this level, but such latter practice is undesirable. (b) Wherever [practical] practicable the concrete from a level six (6) inches below the surface of the ground to a level six (6) inches * Approved by both the Committee on Standards and the 1916 Convention. Report of Committee on Power Distribution 75 above the surface of the ground shall be smoothly finished to a diameter eight (8) inches greater than that of pole, and from the upper levei shall slope up to pole on an angle of forty-five (45) degrees. ANCHORS IN EARTH : 30. (a) Anchors in earth shall consist of a wooden deadman and guy rod, the deadman at least four (4) feet long[,] and six (6) inches thick, and having a cross section not less than forty-eight (48) square inches, buried at least four (4) feet below the surface with not less than two (2) feet of rock, if reasonably obtainable, well packed into hole, the earth filling above thoroughly tamped, the guy rod passing through the center and lying in the direction of the pull of the guy. (b) Patent anchors of holding capacity equal to the breaking strain of the strand [to be used with them] required, and having rugged parts sufficiently large to allow a reasonable amount of corrosion without reduction in holding capacity, may be used in place of rod and deadman where conditions are favorable. ANCHORS IN ROCK : 31. (a) Anchors in rock shall consist of eye-bolt securely leaded or sulphured for entire length of shank in [the] a hole one-eighth inch larger in diameter than bolt, and inclined at right angles to pull of guy. {b) In rock of sufficient strength to safely withstand the action mechanical wedge type eye-bolts may be used, and the lead or sulphur omitted. Wedge bolt holes must lie in direction of pull of guy, and be of same size and shape as gripping body of assembled wedge bolt. GUY [PROTECTION] MARKERS: 36. Guys located where there is a liability of persons or animals running into them shall be made conspicuous by a piece of pipe two (2) or more inches in diameter and six (6) feet long, painted white and slipped over guy, resting on anchor rod eye. TROLLEY WIRE [guy] ANCHOR — LOCATION: 60. In bracket construction trolley wire guys shall be installed at the ends of curves and on long curves and tangents at equal intervals as nearly as possible but not to exceed fifteen hundred (1,500) feet. FEEDER SUPPORT : 76. On tangents feeder shall be carried by single arms having insulators on wood pins; on angles less than ten (10) degrees by single arms, and on angles greater than ten (10) degrees by double arms, in either case having porcelain . or equivalent insulators on metal pins. 76 Engineering Association LIGHTNING ARRESTERS^ — GROUNDS : 85. (a) Line Lightning arrester ground wires shall be connected to a good earth ground; and [also] to the track rail, except that [under the following conditions:] (1) Where the current flow (see note) on the connection from track to earth would exceed an average of one-quarter ampere during any twenty-four hour period, and Note.— In checking up this current flow, the algebric sum of currents flowing first in one direction and then in the other, shall be used m determining the current flow. It is assumed that a resultant of more than one-quarter ampere average in cither direction should be avoided. (2) Where alternating current track circuit block signals of the double rail type are used, the connection to the track rail should be omitted. (b) Earth grounds shall be secured as follows: (1) Where permanently moist earth is assured at reasonable depth the ground may consist of a one-half (y2) inch pipe driven at least three (3) feet into the moist earth. (2) Where there is doubt as to the condition of the soil, exca- vate. If permanently moist earth is reached, install pipe ground; if otherwise, install a flat coil containing forty (40) lineal feet of solid number four (No. 4) [bared] bare copper wire bedded in not less than seven (7) cubic feet of charcoal. (c) Particular care must be taken to ensure that the ground is effective ; unless a good ground is secured the arrester cannot give protection. The Committee desires to express its appreciation of the assistance rendered by Messrs. G. D. Young, A. L. Clark, J. H. Clark, H. B. White and W. M. Shorthouse in the preparation of the drawings and text. THIRD-RAIL CONSTRUCTION One of the subjects assigned to the Committee on Power Distribu- tion to report upon was a consideration of various types of third-rail construction with description, and with a view to preparation of specifications. Accordingly your Committee has investigated the sub- ject and the report follows; we do not believe that it would be advisable to attempt the preparation of detailed specifications covering third rail construction. The contact system in electric railway work is the connecting link between the stationary power generating and distributing system and the moving unit within which the energy is utilized. It consists in general of two parts, the stationary distributing device and the moving collecting device. The former is a practically continuous bare con- ductor following the alignment and in a fixed relation to the gauge of the track; the collecting device is a rolling or sliding contactor attached to the moving unit and making connection with the con- tinuous bare conductor. Report of Committee on Power Distribution • 77 For the purpose of keeping it out of the way and for safety the bare conductor in the earlier systems was placed overhead and consisted of a wire of small cross-section, under which rolled a wheel carried on the moving unit. This device was of course satisfactory for the relatively light loads and slow speeds of ordinary city and short interurban service which was the class of service in which electric propulsion was first used, but soon electrification was extended to systems operating heavier cars at higher speeds and over greater distances. This necessitated larger motors and hence higher current densities at the collector, and when considered with the higher speeds, it was realized that the overhead collector as then used would not be satisfactory. In those days the idea of raising the voltage, and the use of catenary construction for heavy and fast traction was unthought of. Hence, the solution of this problem called for a system in which the continuous conductor would be of larger section than could be conveniently used overhead; and in which the collecting device was of such kind that contact with the continuous conductor was positive and not easily broken as in the Overhead system then in use. The same consideration which necessitated the designing of a new contact system, namely heavy cars, long distances and high speeds, also necessitated that these roads be operated either overhead, under- ground, or if on the surface, on a private right of way. This fact made permissible the use of a heavy continuous conductor located but a very little distance above the track rail, since it was under these conditions reasonably safe, and the fact that a heavy section could be used in this location, made such a construction less expensive than overhead trolley reinforced by auxiliary feeders to an equivalent con- ductivity. The handiest form of a large section conductor to the railway man was the ordinary " T " rail, and the first attempts were made using this as the continuous conductor and a contact device sliding on the head of the rail. The earliest known device to embody the idea of a third rail system was one for which French patents were taken out back in the seventies. Later a somewhat similar device embodying these principles was patented in England, but these early attempts were crude and impractical. The first practical use of this system was made in the year 1892, both in England and in the United States. There was, however, no collaboration between the inventors ; in fact the idea, while both embodying the use of a third rail, were worked out along somewhat different lines. The patents for the first third rail device in the United States were taken out by Chas. H. McCloskey and Henry M. Brinckerhoff in 1892 and covered the use of a steel third rail placed outside the tracks as a positive conductor, the use of the track rail as a return and the 78 Buy in eering Association use of a sliding shoe drawn by slotted links as the collecting device. These patents were first used on the Intramural Railroad at the Chicago World's Fair in 1893. The European device consisting of a rail placed between the track rails with a sliding contact connected to the truck frame of the motor car, was put into commercial use at almost identically the same time on the Liverpool Overhead Railway. There was actually a few months difference in the dating of the original drawings, those of the Intra- mural being the earlier. Third-rail installations may be divided roughly into three classifica- tions as to their point of contact with the collecting device; namely, overrunning, underrunning and side contact. The earliest installations were overrunning or top contact, in which the collecting device passed over and made contact with the open top of the third rail. This device, after a little experimentation, depended upon a gravity shoe, or a shoe whose contact with the third rail was due only to its own weight, and was exceedingly simple. Fig. 1. Over Running Third-Rail In- stallation, Unprotected. Position of Third-Rail with Reference to Track- Rail, Third-Rail Section and Insulator as Used on Chicago Elevated Roads, Aurora, Elgin & Chicago Railroad and Boston Elevated Railway. The first use of the third-rail system was upon the overhead roads where there was little or no danger of the public coming in contact with the rail, and in this service an unprotected rail, or a rail with board protection on one or both sides only was satisfactory. Later when the use of this system was taken up by Interurban roads, for steam road electrification and for all roads in which there was more possibility of accidents to the public from coming in contact with this bare conductor, it became necessary to devise some better means for protecting the rail. Two methods of doing this were open, Report of Committee on Power Distribution 7(J Fig. 2. Over Running Third-Rail In- stallation. Position of Third-Rail with Reference to Track Rail, Third-Rail Sec- tion and Protection Provided, as Used by Long Island Railroad Co., and Pennsyl- vania Railroad Co. the protection of the open top type by a top board cover, necessitating the use of a collecting device which would project into the slot on the side between the cover and the rail, or the turning of the rail so that the top could be protected by a board placed directly over it and thus necessitating contact upon the bottom or side. Protecting the rail in - this manner also served to overcome another difficulty experienced in the winter months in some climates, the accumulation of ice and snow on the contact surface, which caused excessive arcing or even totally insulated the collector device from the rail. Porcelain Insulator Fig. 3. Under Running Third-Rail Installation. Position of Third-Rail with Reference to Track Rail, Third- Rail Section, Supporting Bracket and Insulator as Used on the N. Y. C. & H. R. R. R. — Philadelphia Rapid Transit Co. 8o Engineering Association Inverting the rail made it easy to protect not only the top but both sides of the rail, leaving only the bottom clear for contact with the collecting device. This method of construction is somewhat more costly than the overrunning type on account of the insulators which must be used. These consist of an iron bracket bolted or lagged to a long tie and must be high enough to hold an insulator below which the third rail is suspended. They must be rigid enough to bear the weight upon them without excessive vibration and on account of their shape this requires a somewhat heavy design. The board pro- tection is supported by these brackets or upon the third rail itself. The underrunning third rail has the decided advantage of being self cleaning in stormy weather and is operated without trouble even when the rail is completely covered with snow. The side contact is a very unusual one and is open to many objec- tions not to be made against either the top or bottom contact. It would seem to be difficult to maintain a good contact between the rail and the collecting device due to sidewise motion of the trucks. A side contact rail installation as used on the 1200 volt electrification of the Lancashire & Yorkshire Railroad between Manchester and Fig. 4. Side Contact Third- Rail Installation. Position of Third-Rail, Third-Rail Section and Insulator as Used on Lan- cashire & Yorkshire R. R., Bury, England. Bury, England, is shown in Fig. 4. It would seem that under climatic conditions such as exist in the northern part of the United States, that more difficulty would be experienced in the winter months with the collection of snow and ice in this slot, than was the case with the old unprotected top contact rail. The first third rail was a standard " T " section adopted principally because it was the handiest thing to use at the time. Since that time " T " rail has been used extensively in various weights from 40 to 150 lb. per yard, and probably the majority of the third rail lines in operation today still use this type. The lighter weights were used extensively in the earlier installation, but were found to be not as Report of Committee on Pozver Distribution 81 satisfactory as the use of heavier rail and have been practically abandoned except for use in yards. Here high conductivity is not necessary and the life of this lighter rail will be very long. The greatest advantage of the heavier weights of rail lies in their increased conductivity which tends to eliminate a paralleling feeder system. If a feeder system is necessary even in spite of this, the most advantageous weights seem to be from 80 to 100 lb., which are heavy enough to give the necessary rigidity and yet not too clumsy for easy handling. The length of rail used depends, to a large extent, on the same con- sideration. Even though a long rail (about 60 feet) reduces the bonding to be done, the excessive length, in rails of 80 lb. weight, or greater, makes handling difficult, and should be avoided. There has been a great deal of experimentation with new and original sections for use as third rail. The two chief considerations were to produce a section which had a greater contact surface in proportion to its weight than had the ordinary " T " rail, thus giving a greater wearing surface and longer life, and to get a section which was more easily supported in an inverted position than was the ordinary " T " rail. ,-- 33 '"'^ 151b. Top Contact Top Contact "e" Fig. 5. Different Third-Rail Sections. Fig. 5-" B " shows a rail which fulfills the first condition adequately as well as giving an exceptionally heavy section. Fig. 5-" C " is a design to meet the second condition and shows the rail used on the New York Central Railroad. The section shown in Fig. 5-" D " is that of the Philadelphia & Western Railway and was originally designed as an underrunning rail to fulfill both of the above con- ditions. Since that time it has been found necessary on account of local conditions to reverse this rail and operate it as an overrunning rail, in which position it operates equally well. The peculiar section 82 Engineering Association of Fig. 5-" E " is that of the side contact rail of the Lancashire and Yorkshire Railway spoken of previously. Just as the ordinary " T " rail was the first section so was the commercial Bessemer the first composition to be used for third rail. The specific resistance of the commercial Bessemer rail is from 10 or 12 to 1 as compared to copper, tests made in 1910 for the South Side Elevated of Chicago showing 11.00, 11.36, 11.40 and 11.88 respectively on various samples. The conductivity of a rail depends on the percentage of manganese and carbon, the ordinary commercial Bessemer containing from 0.40 to 0.50 per cent carbon and as high as 0.70 per cent manganese. With the development of third rail installations, experiments were made with rail having a smaller carbon and manganese content than the Bessemer, making a rail of greater conductivity but softer. Some of the compositions in use in this country are shown in the following table : New York Elevated Railway New York Subway Albany & Hudson Chicago Metro- politan Elevated &A. E. & C. 0.073 0. 10 0.090 0. 10 Manganese 0.340 0.60 0.440 o.5S 0.073 0.0s 0.080 0.06 0.069 0. 10 0.088 0. 10 7-7 8.0 7.25 8.0 The rolling used on the Metropolitan Elevated has been in service for fifteen years, and although soft enough to give a conductivity compared to copper of 1 to 8, does not show any more wear than the ordinary commercial composition. Some experiments have been made using a rail with a proportion of copper in its composition, but so far as known this has never been found practicable on account of its extreme softness. There are certain disadvantages in the use of a soft rail, as the necessity for more careful handling in installation to prevent kinks which are very difficult to remove and may affect the alignment. Where rail weighing less than 80 lb. per yard is to be used, there is no advantage in the softer rail as additional conductivity can be gained by the use of a heavier rail. For weights above 80 lb. per yard, it becomes a question of which method of adding to the conductivity is the least expensive, using rail of greater conductivity, or larger cross-section, or by adding an equivalent conductivity to the paralleling feeder system. Where no copper feeder system is contemplated, the relative cost will be very much in favor of the increased rail con- ductivity, but where there is already a paralleling feeder system in V. 82_a. Report of Committee on Power Distribution 83 existence or contemplated, the balance will probably be in favor of adding to the feeder system, thus permitting the use of a rail designed from a purely mechanical standpoint. In considering the conductivity of third rail the bonding must be given due consideration. That is, it must be remembered that the conductivity of the continuous rail is not that of the rail alone, but of the bonded joints taken in series with the rail proper. For electrical purposes the third rail must be insulated by the use of materials adequate for the voltage employed. For low voltages of from 500 to 700 volts, impregnated wood, composition, porcelain and reconstructed granite have been used, but the latter two types have not been satisfactory where there is excessive vibration. This also applies to any insulators having parts bolted together. The impreg- nated wooden block seems to give satisfactory service with low initial and maintenance costs. It must be borne in mind, however, that a very large percentage of railroads having the lower voltage use a high grade porcelain, with the third-rail structure so designed as to permit the downward movement of the track and ties without bearing down the third real. A large leakage surface is a necessity, to prevent current leaking across and burning during wet weather. The insulator must allow a longitudinal motion of the rail for expansion or contraction but must hold it securely against lateral motion. For voltages higher than 700 the impregnated wooden block becomes impracticable and recourse must be had to the more expensive and more fragile porcelain. Good results have been had by interposing a shock resisting material such as felt or canvas between parts of porcelain insulators, and breakage has thus been materially reduced. The question of clearance is a much mooted one. A Stand- ard has been advanced jointly by the American Railway Association, the American Railway Engineering Association and the American Electric Railway Association, and is shown in Fig. 6. This standard has been adopted after careful study of the equipment clearances of the latest heavy traction installations, by able committees of these associations, and differs somewhat from the standardization Rules 774 and 775 of the American Institute of Electrical Engineers. We would call attention to the fact, however, that the gauges and elevations given in these Rules (774 and 775) are the gauges used by certain electrified steam railroads of more or less recent electrification and no attempt has been made to point out that the gauges and elevations chosen are, in one instance those of a top contact third rail and in the other those of an underrunning third rail. We would also call attention to the fact, that there are many third- rail roads in this country on which the gauge of the third rail varies between 14.375 in. and 32.0 in. and the elevation of third rail varies between 2.75 in. and 7.25 in. The higher and closer gauges are those Engineering Association of the earlier installations when lighter equipment was in use and the equipment clearance lines not so wide. On some of such roads steam railroad equipment is handled while on others it is not. By far the greatest mileage of third rail is not represented by the standard gauge of Rule 774 and the standard elevation of Rule 775. Any standard which is likely to be adopted must have sufficient clearance for equipment at least as heavy as that now in use by the steam railroads. It would seem that standards should be so designed for height that the collecting device could be changed from overrunning to underrunning or vice versa with the minimum of effort. This is particularly necessary in view of the recent steam railroad electrifica- tions, and the probability that these are only a beginning and that the next decade or two will see electrifications greater than all those now in operation. Interchangeability of equipment necessitates a universal standard. Much has been said about the continuous conductor of the contact system in this paper but little about the important collector device. This is a shoe or slipper which slides along the continuous conductor, no instances being known of a rolling collector on third rail. The earliest type was a shoe sliding along the top of the third rail and held in good contact with it by a heavy coiled spring. It was made of a composition having a larger percentage of copper in it. It took only a few days' trial to prove that these shoes would wear out with such rapidity as to make them a prohibitive expense. Cast iron shoes were then tried, still retaining the spring to insure contact, but even these wore rapidly. The spring was then eliminated, and gravity alone depended upon to maintain the contact and this was very satisfactory. There was very little or no arcing and the life of the shoes was very long. This arrangement is still in vogue for overrunning unprotected third rail. With protected overrunning, underrunning or side contact rail, the gravity shoe becomes impracticable because of the fact that entrance to the contact surface of the third rail must be made from the side and only a light contactor can be introduced. In such installations recourse must be had to a spring to maintain the contact but the pres- sure is made as light as possible to prevent excessive wear. Cast iron is still extensively used as the material for shoes, as the frictional heat generated seems to have the effect of case harden- ing the surface of the shoe and long life is the result. Tool steel inserts are also made use of for the contact surface of the shoe. The following brief bibliography and tabulation has been made in the most part from answers to a data sheet sent out asking the member companies and others using third rail to report upon their construction practice. From this tabulation it is readily seen that there is a large diversity of practice in this class of work throughout the country. Report of Committee on Power Distribution 85 partial bibliography on third-rail construction General Third-Rail Construction : See report of Committee on Electricity. American Railway Engineering Association (1911). Electric Railway Journal, Vol. 37:12:499 — {March 25, 191 1) Protected Third-Rail, Design for. By S. G. Redman. Electric Railway Journal, Vol. 42:2:89' — (January to, 1914) Equipment Defects of Third-Rail Contact Shoes. By C. W. Squire, Elect. Engr. Electric Railway Journal, Vol. 43:18:993- — (May 2, 1914) Xew York, Westchester & Boston Railway. By R. R. Potter, Supt. Equipment. Detachable third-rail contact shoe. Electric Raihvay Journal, Vol. 43 :20:1102 — (May 16, 19 14) Pure Ingot Iron for Third-Rails. Tests Made by the American Rolling Mill Co. Electric Railway Journal, Vol. 43:23:1286 — (June 6, 1914) Electrical Engineers Equipment Co., Chicago, III. Third rail cable and bell designed and placed on market. Electric Railway Journal, Vol. 45 :J 1343 — (February 13, 1915) Suggested High Voltage Third-Rail Construction. By A. H. Tracy. Electric Railway Journal, Vol. 45:10:469 — (March 6, 1915) Central California Traction Co., Stockton, Cal. Receivable plate of third-rail under running contact shoe. Electric Raihvay Journal, Vol. 42 :13:506 — (September 27, 1913.) Northwestern Pacific Railroad, Sansilito, Cal. Third-rail con- struction. Elctric Raihvay Journal, Vol. 46, p. 539 — Sept. II, 9115. (Convention issue) Metropolitan West Side Elevated Railway Co., Chicago, III. Sleet removing device for third-rails in Chicago. Electric Railway Journal; Vol. 39:8:312 — (February 24, 1912) Top contact unprotected third-rails for 600 volt traction system. By C H. Jones, Asst. Elect. Engr. Presented at 32nd Convention A. I. E. E. L'eer Park. Electric Railway Journal, Vol. 46 :2 :55. (July io, 1915) Northwest Power Station Railway Co. of Commonwealth Edisox Co., Chicago, III. Electric Railway Journal, Vol. 40:17:946 — (November 2, 1912) 86 Engineering Association Michigan and Chicago Railway. Third rail construction on 2400 volt line. Electric Railway Journal, Vol. 44 :g 1376 < — (August 29, 1914) Electric Railway Journal, Vol. 46:24:1154 (December 11, 1915) Electric Railway Journal, Vol. 45:25:1146 — (June 19, 1915) Detroit Central Railroad, Detroit, Mich. Third-rail construction (Detroit River Tunnel). Electric Railway Journal, Vol. 37:2:66 — (January 14, .1911.} Long Island Railroad, Jamaica, N. Y. Third rail shoe fuse. Electric Railway Journal, Vol. 37:23:1006 — (June to, 1911) New York Central & Hudson River Railroad Co. Third-rail Con- struction, electrified zone. Street Railway Journal, Vol 26:10:336. (September 2, 1905) Street Railway Journal, Vol. 28:15:573. (October 13, 1906) New York State Railways (Oneida Lines), Utica, N. Y. Method of removing snow from under running third-rail. Electric Railway Journal, Vol. 45:10:469 — (March 6, 1915) Pennsylvania Tunnel and Terminal Railroad, New York, N. Y. Third-rail construction. Electric Railway Journal, Vol. 37:22:959 — (June 3, 1911) Lackawanna & Wyoming Valley Railroad, Scranton, Pa. Third' rail construction. Electric Railway Journal, Vol. 37:10:415 — (March 11, 1911) Philadelphia & Western Railway, Upper Darby, Pa. New third rail contact shoe. Electric Rail-way Journal, Vol. 40:7:248 — (August 17, 1912) Philadelphia Rapid Transit, Philadelphia, Pa. Third rail shoes. Electric Railway Journal, Vol. 37:21 :923 — (May 25, 1911) Lancashire & Yorkshire Railway, Lancashire, England. Third rail construction. Electric Railway Journal, Vol. 46:4:155. (July 24, 1915) Electric Railway Journal, Vol. 46:23:1108. (December 4, 1915) Electric Railway Journal, Vol. 46:23:1124. (December 4, 1915) Report of Committee on Power Distribution 87 THIRD-RAIL CONSTRUCTION Key to Companies California : 1 Northern Electric Railway Co., Sacramento. 2. Northwestern Pacific Railroad Co., San Francisco. 3. Central California Traction Co., Stockton. Illinois : 4. Aurora, Elgin & Chicago Railroad Co., Aurora. 5. Metropolitan West Side Elevated Railway Co., Chicago. 50. Northwest Power Station, Commonwealth Edison Co., Chicago. Maryland : 6. Baltimore & Ohio Railroad Co., Baltimore. Massachusetts : 7. Boston Elevated Railway Co., Boston. Michigan : 8. Grand Rapids, Grand Haven & Muskegon Railway Co., Grand Rapids. 9. Michigan Central Railroad Co., Detroit. ga. Michigan United Railways Co., Jackson. New Jersey : 10. West Jersey & Seashore Railroad Co., Camden. New York : 10a. Albany Southern Railroad, Albany. 11. Hudson & Manhattan Railroad Co., New York City. 12. Interborough Rapid Transit Co., New York City. 13. Long Island Railroad Co., Jamaica. 14. New York Central Railroad, New York City. 15. New York State Railways Co., Syracuse. 16. Pennsylvania Railroad Co., New York City. 17. Brooklyn Rapid Transit Co., Brooklyn. Ohio : 18. Scioto Valley Traction Co., Columbus. Pennsylvania : 19. Philadelphia Rapid Transit Co., Philadelphia. 20. Wilkes-Barre & Hazelton Railroad, Hazelton. 21. Lackawanna & Wyoming Valley Railway Co., Scranton. 22. Philadelphia & Western Railway Co., Upper Darby. 88 Engineering Association °4 3 £ •o g oj s ft° 2 M 8 S3 5 §3* org § 7.-S ^"43 „, •S o£ a g "-a 4D O n--^ OJ +» o >H H o oj a s a d c .s g fl o — o ^5 43 ft S a> %*> 5 "r •^43 gja l^gE^1 » ft-S-Sa g a p, 3 ~- o o ft" a s 2~ do .2 ft^'S s S.2,43^-0 S3 U w . §.2 OJ-S'rt | o F*1 2 t-< ™ rt43 t|4J a ft 5 o oj c! ft •a ™ 6 » o o o o •\0 M/100 oo O t~ Ol <0 0\ in H •o o o M « Ol ■tlOH 0\ r~ i> io in 10 oi oo r~00 Q\ 0\ O O w Report of Committee on Power Distribution •3 is § rj O ■2c o .s§1 B'StS co o a g g CD-jh O S l/i" 60_Jj N.S2 bog Se,s p. 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CD is m n m *o t- 0\ Report of Committee on Power Distribution 97 TENTATIVE SAFETY CODE OF THE UNITED STATES BUREAU OF STANDARDS The Committee on Power Distribution has kept constantly in touch with the work of the Bureau of Standards on the proposed National Electrical Code through one of the official representatives of your Association at the various hearings and also through other members of the Power Distribution Committee who have attended hearings and studied the proposed Code. In order that our members may have a general idea of the situation we will describe briefly what has been done and indicate what may be expected within the next year. In the year 1913 Congress made an appropriation which permitted the United States Bureau of Standards to investigate the methods of reducing the life and accident hazard in the generation, distribution and use of electricity. Since that time the Bureau has been occupied in preparing a Code which consists of four essential parts: Part I — Electrical Supply Stations. Part II ■ — Overhead and Underground Lines. Part III — Electrical Utilization Equipment. Part IV — Electrical Operation. The function of the Committee on Power Distribution is to report principally on Part II, together with the various other items pertain- ing to the Committee's work. In preparing this Code the representatives of the Bureau have held a great many conferences in various parts of the country in which the rules have been discussed with representatives of light and power companies, electric railways, steam railways, telephone and telegraph companies, state industrial and public service commissioners, municipal inspectors, fire and casualty insurance companies, electrical workers and the various engineering and other associations which represent these varied and important interests. The rules have been studied and discussed from every angle, and in many instances revised to take care of the different conditions that were brought out in the conferences, as the Bureau clearly realizes that an Electrical Safety Code to be truly national must be based on the experience and conditions of the entire country. The most recent conference attended was held in Chicago on May 29, and 30, 1916. As a result of this conference it is expected that the rtiles will shortly be printed and distributed by the Bureau among the interests affected. While the Bureau realizes that the Code may require further modifications before it is finally acceptable it is felt that these changes can best be determined by actual use of the Code in tentative form, and the Bureau, therefore, proposed that the Code be adopted in 4 98 Engineering Association its present form for a trial period of one year. During this time the Bureau asks only that the Code be adopted on trial and that the companies make an effort to live up to its provisions so far as they reasonably can. After making such changes as this trial period has proven advisable it is then intended to urge upon all Commissions having authority to make the Code mandatory upon all electrical properties. We would emphasize to the Association the profound importance of carefully studying the application of this Code to existing conditions, as few sets of rules exist which affect so great a variety of interests and involve so many important principles and such a multitude of details. As the final Code may be adopted by the state commissions it is obvious that serious consideration must be given during the trial period to thoroughly understanding the strength and weakness of the present requirements. The subject matter of (Part II), "Overhead and Underground Lines ", has been radically changed from the Association Standards. In some cases a less rigid construction is required than is the practice at present, but in many instances constructions of a much more sub- stantial character will be necessary to meet the requirements. Your present specifications which are directly affected by the Code requirements are Ds ib, " Specification for Overhead Crossings of Electric Light and Power Transmission Lines," and Ds 2b, " Specifi- cation for 600 Volt Direct Current Overhead Trolley Construction." The Report of the Joint Committee on Joint Use of Poles is also in many places in conflict with the Code requirements. The Specification for Overhead Crossings and the Report on the Joint Use of Poles are in the hands of the National Joint Committee on Overhead and Undrground Construction (formed 1914) and this Committee has purposely held up the revision of these specifications until the final draft of the Code is issued. Your Committee feels it inadvisable, therefore, to make comparisons between the Code and these specifi- cations. Your specification for the 600 D. C. Overhead Trolley Construction differs from the Code in a number of specific instances; the Com- mittee feels that the best results will be accomplished by pointing out to the Association the subjects on which there is divergence, com- mending same to their careful study. Particular attention should be paid to the Definitions of Special Terms, as there are certain fundamental differences, particularly in the use of the terms "Supply Lines" and "Signal Lines", the former broadly covering all lines for transmitting a supply of electrical energy and located entirely out of buildings, signal lines covering all public and private signal or communication service, such as telephone, tele- graph, messenger, clock, fire, police alarms, etc. Block signal lines are classed as supply lines on account of their wattage. Report of Committee on Power Distribution 99 The " scope of the rules " is of fundamental importance in a clear understanding of the Code. We commend to the Association a careful reading of the entire section, and quote below the most important clauses : " These Rules are intended to apply to all installations except as modified or waived by the proper administrative authority or its so authorized agents, and are intended to be £0 modified or waived whenever any Rule is shown to involve an unjustifiable expense or, for any other reason, to be impracticable, or whenever it is shown that equivalent protection can be more readily provided for in other ways.. This intent may be carried out by having the Rules apply : (a) To all new installations. (b) To reconstructions and extensions except when for special reasons they are shown to be impracticable, or when the advantage of uniformity is greater than the advantage of better construction. (c) To placing of guards on old installations, or otherwise modifying them when the expense is justified." Your specification differs radically from the Code in those clauses relating to the vertical separation of cross arms and the minimum height of trolley wire, and it is essential that a careful study be made of the application of these clearances to individual properties. Your attention is also specifically called to (Part IV), which covers the operation of stations and lines. The Association has no standard rules of operation, but the majority of companies undoubtedly have in use rules of this general character which may or may not necessitate radical change to conform to the Code requirements. This section is obviously of very great importance, and every attempt should be made to fairly apply the proposed requirements to practice but at the same time to note all really desirable modifications. Appendix A of the Code, " Method for Protective Grounding of Circuits, Equipment, and Lightning Arresters for Stations, Lines, and Utilization Equipment ", in its present form, is not strictly a part of the Rules. As this portion of the text, however, is of great importance in connection with the electrolysis problems of the country it is dis- tinctly advisable to carefully study the subject matter with a view to arriving at satisfactory standard rules along this line. Your Committee suggests that next year's Committee continue this work and obtain from the member companies all the information possible regarding the actual applicability of the Code to different con- ditions, with a view to presenting at the next convention, if possible, a complete statement of the changes which the American Electric Rail- way Engineering Association believes essential before the final Code becomes mandatory. IOO Engineering Association SUBJECTS SUGGESTED FOR SUCCEEDING COMMITTEE The following subjects are suggested for reference to the succeeding committee : Further specifications for Overhead Line Material, includ- ing High Voltage D. C. and Catenary Trolley Construction ; a con- tinuation of the present committee on the subject of a Standard Thread for Pins- and Insulators ; and a further study of Structural Steel Cross Arms and Fittings with a view to Standardization. Respectfully submitted Edw. J. Blair, E. J. Burdick, E. S. Gillette, Charles Rufus Harte, M. J. Kehoe, C. R. Phenicie, Ralph H. Rice, Carl F. Wood, C. L. Cadle, Chairman, Committee cn Power Distribution. Report of Committee on Power Distribution 101 APPENDIX A 102 Engineering Association Report of Committee on Power Distribution 103 REPORT OF COMMITTEE ON STANDARDS CONCERNING CERTAIN RECOM- MENDATIONS OF THE COMMITTEE ON POWER DISTRIBUTION 1915-1916 Recommendation of Committee on Power Distribution : (a) As Standard: Specification for Rubber Insulated Wire and Cable (Engineering Manual, Dw 8a). That amendments to Sec. 17(c), and 22, and Tables I and VI, shown on pages 32 to 35, be approved. Action of Committee on Standards: Adoption as Standard approved. Recommendation of Committee on Power Distribution: (b) Suggests the following changes be made in the Standardization Rules of the A. I. E. E. (July 1, 191 5 Ed.) (see pages 35-36) : 1. That Par. 772, " Third Rail Gauge," be changed to agree with that adopted by this Association. 2. That Par. 773, " Elevation of Third-Rail," be made to conform with Par. 772. 3. That Par. 774, " Standard Gauge of Third Rails," and Par. 775, " Standard Elevation of Third Rails," have substituted for them the Standard Design for Limiting Clearance Lines for Third-Rail and Permanent Way Structures and Rolling Equipment (Engineering Manual, \\T^d ic), which was prepared by our Committee on Heavy Electric Traction. Action of Committee on Standards : That the suggestions made by the Committee on Power Distribution be approved and forwarded to the Executive Committee for their action. Recommendation of Committee on Power Distribution: (c) As Recommended Specification: Specification for Overhead Line Material (Engineering Manual, Df 4a). That new sections, " Bracket Intermediate Castings — Feed-in Type," and " Strain Plates," be added following Sec. 34 and 40, respectively, and further that the Section numbers be advanced accordingly. Also that new Sections covering " Bronze Castings," " Porcelain for Voltages Not Exceeding 3000," " Seven Strand Steel Cable," " Switch Boxes," " Tree and Cable Guards," " Wood Insulator Pins and Brackets," and " Wood Break Strain Insulators," be added as a supplement. Section numbers and index to be changed accordingly (see pages 55-68). Action of Committee on Standards : Adoption as " Recommended Specification " approved. Recommendation of Committee on Power Distribution: (d) As Recommended Specification : Specification for Overhead Line Material (Engineering Manual, Df 4a). That amendments be made to Sec. 9 and Fig. 1 to g inclusive (see page 74). 104 Engineering Association Action of Committee on Standards : Adoption as Recommended Specification approved. Recommendation of Committee on Power Distribution: (e) As Recommended Specifications Specification for 6oo-volt Direct Current Overhead Trolley Construction (Engineering Manual Ds 2b). That amendments be made to Sec. 16, 22, 30, 31, 36, 60, 76, 85 (see pages 74-76). Action of Committee on Standards : Adoption as Recommended Specification approved. Recommendation of Committee on Power Distribution: (/) That the data on Concrete Poles shown on pages 37 to 54 be accepted and published in the Engineering Manual. Action of Committee on Standards : Disapproved as beyond the scope of the section known as Miscel- laneous Methods and Practices. Respectfully submitted, E. R. Hill, E. B. Katte, W. G. Gove, J. S. McWhirter, C. F. Bedwell, J. W. Welsh, J. H. Hanna, C. H. Clark, R. C. Cram, C. L. Cadle, C. R. Harte, Martin Schreiber, Vice-Chair man, H. H. Adams, Chairman, Committee on Standards. Discussion of Report of Committee on Power Distribution President Lindall : — You have heard this report, gentle- men, as presented by Chairman Cadle. On page 103 of the report will be found the action of the Committee on Standards concerning certain recommendations of the Committee. These will be taken up individually and acted on as previous^ out- lined. I will ask the Acting Secretary to read separately the particular items and the action taken on each by the Committee on Standards. Report of Committee on Power Distribution 105 ' Rubber Insulated Wire and Cable Acting Secretary Stocks read the following: Recommendation of Committee on Power Distribution: (a) As Standard: Specification for Rubber Insulated Wire and Cable (Engineering Manual, Ds lb). That amendments to Sec. 17 (c), and 22, and Tables I and VI, shown on page 32 to 35 be approved. Action of Committee on Standards : Adoption as Standard approved. President Lindall : — The question before you is the approval or disapproval of this proposed Standard. C. R. Harte : — I move the approval of the recommendation of the Committee on Standards. G. W. Palmer, Jr.: — I have received a request from the Chairman of this Committee to discuss the report. I wish to congratulate the Association on having such effective and will- ing servants as this Committee on Power Distribution, as is evidenced by the report which is before you, and I think the Committee is deserving of much commendation. Referring to the particular matter of the revision of Stand- ard Specification for Rubber Insulated Wire and Cable for Power Distribution Purposes, I note the proposed alteration of the thickness of the lead sheath on page .31, towards the bottom of the page, and observe that reference is made to the proposi- tion by the 191 5 Committee on Power Distribution to change the required thickness of the lead sheath. On referring to the 191 5 Proceedings, pages 116-117, I find that the recom- mendation of that Committee was in effect that the thickness of the lead sheath should be reduced in sizes less than 1750 mils diameter core. In smaller sizes of wire, that Committee recognized that the thickness prescribed, 1/8 in., was too much. The present Committee, however, has gone further and has reduced the thickness of the lead sheath in the larger size cables. On referring to the table on page 34, I find that the thick- ness of the sheath on cables of diameter of core 2.000 — 2.699 m- has been reduced 11 per cent, and the thickness io6 Engineering Association of the sheath on the cables of 2.700 in. diameter and larger of core has been reduced 10 per cent. On these larger sizes of cables, the thicknesses which were previously prescribed have been in current use for a number of years, and on the larger size cables we all know that these cables have to stand con- siderable abuse. I would inquire of the Committee on what experience they base their recommendation for reducing the thickness of the sheaths of these larger size cables. I also note in the second paragraph on page 32 the Com- mittee mentions a new definition for the word " core," which appears to be the " internal diameter of lead sheath," as shown on page 34, Par. 22. My understanding of the word " core " in this connection is that it refers to the complete cable except for the lead sheath and all ready for the applica- tion of the sheath. In using the Committee's definition, it is provided " there shall be tightly formed about the internal diameter of the lead sheath, a lead sheath of uniform thick- ness." It does not strike me that this is especially a good definition of the word " core." Referring to the proposed revision of the stranding table, third paragraph page 32, the Committee evidently desires to revise the table in order to bring it in accordance with the A. I. E. E. table of strands. Has the American Institute of Electrical Engineers adopted the stranding proposed as standard, or has it been proposed for action, and definite action, not yet taken? I suppose it was the desire of the Committee on Power Dis- tribution to make all of our usages in connection with cable stranding comply with the proposed revision, and in that con- nection I would like to inquire if the Committee has con- sidered this matter of stranding, and also the thickness of the lead sheath, as affecting other cable specifications now Standard with this Association? Have they considered those specifications, for instance, the Specification for High Voltage, Three Conductor, Paper Insulated Lead Covered Cable, and the Specifications for Single Conductor, Paper Insulated Lead Covered Cable for 1,200 volts, and decided that no revision Report of Committee on Power Distribution 107 of stranding and thickness of sheath is necessary in those specifications, or have they simply omitted to consider a revision in these respects of each of the above mentioned specifications ? C. L. Cadle :— Replying to Mr. Palmer's question in regard to the lead sheath. The reason that the Committee changed the lead sheath thickness was because it was felt, from experi- ence of the Committee members with the cable they were using, that the sheath which was previously specified was too heavy. It was heavier than necessary, and consequently more expensive and also more liable to crack due to vibration. Con- sequently, the Committee revised the entire table for sheath- ing, even in the case of the larger sizes. As to the question of stranding, the Committee considered the report of the Special Committee (see pages 123 to 129) and acquiesced. There were four tables submitted in that report, three of which are recommended for adoption as Standard. The Committee felt they could recommend to the Association for adoption as standard three classes of strand- ing for certain classes of work. It was the opinion of the Com- mittee that if the Member Companies did not feel that that was flexible enough, or too flexible, they could choose another stranding, but the Committee to the best of its knowledge recommended what was thought best for the service. As to the question of the A. I. E. E. adopting the proposed stranding table, I would advise that the Institute has already adopted as standard these stranding tables. This was done at the meeting following the meeting of the Executive Com- mittee held last July. The matter of the definition of " core " came up in the Committee's work, and we tried to find a definition, but were unable, and consequently one was made that suited the Com- mittee's requirements. G. W. Palmer. Jr. : — I want to inquire why the Committee on Power Distribution is in effect recommending one strand- ing and thickness of sheath for rubber insulated wire and cable, and another stranding and thickness of lead sheath for paper insulated cable, both for high tension and low tension? io8 Engineering Association C. L. Cadle : — The only answer I can give is that a paper insulated cable would require, possibly, a thicker insulation than a rubber insulation, depending entirely on the dielectric strength of the insulating material. The Committee has con- sidered in the thickness of the sheath only one standard and the best, to my knowledge. G. W. Palmer, Jr. :— Has the Committee given any con- sideration as to the necessity of harmonizing the items with reference to thickness of sheath and stranding in the paper insulated cables, both high and low tension, with the same items in the rubber insulated wire specifications. C. L. Cadle : — It is the intent to use the standard stranding as submitted here for all cables which are used for power distribution purposes. That does not necessarily mean trans- mission purposes, but power distribution. G. W. Palmer, Jr. : — I agree with the Chairman of the Committee, but do not find any such recommendation here. (Mr. Harte's motion, as given on page 105 having been duly seconded, was put to vote and carried.) A. I. E. E. Standardization Rules President Lindall: — We will now take up the next item. Acting Secretary Stocks read the following: Recommendation of Committee on Power Distribution : (b) Suggests the following changes be made in the Standardization Rules of the A. I. E. E. (July 1, 1915 Ed.) (see pages 35-36) : 1. That Par. 772, "Third Rail Gauge," be changed to agree with that adopted by this Association. 2. That Par. 773, " Elevation of Third-Rail," be made to conform with Par. 772. 3. That Par. 774, " Standard Gauge of Third Rails," and Par. 775, " Standard Elevation of Third Rails," have substituted for them the Standard Design for Limiting Clearance Lines for Third-Rail and Permanent Way Structures and Rolling Equipment (Engineering Manual, W36. ic), which was prepared by our Committee on Heavy Electric Traction. Action of Committee on Standards: That the suggestions made by the Committee on Power Distribution be approved and forwarded to the Executive Committee for their action. Report of Committee on Power Distribution 109 President Lindall : — What is your pleasure with refer- ence to this item? A. S. Richey : — I move that the action of the Committee on Standards be approved. G. W. Palmer, Jr. : — This recommendation of the Com- mittee on Power Distribution is, in effect, that the Standard- ization Rules of the A. I. E. E. with reference to these matters be changed. This is a subject in which the Committee on Heavy Electric Traction is also much interested, and I would like to inquire if the Committee on Heavy Electric Traction has concurred in this recommendation, or if any work has been done in connection with that Committee in considering this subject. If so, there is nothing in the report of the Com- mittee on Power Distribution to show it. The Committee on Power Distribution is recommending changes in the Institute Rules on matters applying to heavy electric traction. The Committee on Standards, has approved the recommendation of the Committee on Power Distribution. How does the Com- mittee on Heavy Electric Traction feel about that? I find on turning to their report (see page 585) on the Standardiza- tion Rules of the A. I. E. E. which apply to the work of the Committee on Heavy Electric Traction that it endorses the Rules for the use of the American Electric Railway Engineer- ing Association, and the Committee on Standards approves the recommendation of that Committee. Now, it seems to me that the Committee on Power Distribution is recommending changes in matters in which the Committee on Heavy Electric Traction is interested, and the latter Committee recommends no change. The actions of the respective committees certainly conflict. C. L. Cadle : — In Par. 772 of the Institute Rules, which refers to the third-rail gauge, the Committee on Power Dis- tribution has approved and acquiesced in the rule of the Com- mittee on Heavy Electric Traction, likewise in reference to Par. 773, the Committee on Heavy Electric Traction has approved the Institute's paragraph referred to there, chang-' ing their own specification, because these two specifications do not coincide. Par. 774, Standard Gauge of Third-Rail, and no Engineering Association Par. 775, Standard Elevation of Third-Rail, for these the Committee on Power Distribution have suggested the sub- stitution of the printed diagram as shown on the insert between pages 82 and 83, which gives all the data and infor- mation without so much reading matter. G. W. Palmer, Jr.: — In the consideration of this subject by the Committee on Power Distribution as to its effect on heavy electric traction have they conferred with the Com- mittee on Heavy Electric Traction, and if so, what conclusion did the Committee on Heavy Electric Traction come to on this matter? C. L. Cadle: — My recollection of that is that the subject was taken up with the Committee on Heavy Electric Traction, but I cannot give definite data. That was handled by a sub- committee, and I do not recall how the matter was finally decided. H. H. Adams: — It was my understanding, Mr. Palmer, that this matter was taken up in joint conference and that the two committees worked together on this particular question, so as not to have any conflict. That was the understanding that was given at the meeting of the Committee on Standards. G. W. Palmer, Jr. : — Is not the action of the Committee on Standards with reference to the report of the Committee on Power Distribution and their action with reference to the report of the Committee on Heavy Electric Traction in conflict ? H. H. Adams : — That is not my understanding. Mr. Hill, the Chairman of the Committee on Heavy Electric Traction, was present at the meeting, and he made a statement at that time that their Committee agreed in the recommendation of the Committee on Power Distribution. G. W. Palmer, Jr. : — I cannot harmonize that with the report of the Committee on Heavy Electric Traction. On page of that report I find the following: The Committee has considered those standardization rules of the American Institute of Electrical Engineers of the edition of July 1, 1915. which apply to the work of this Committee, chiefly the section entitled " Standards for Electric Railways," pages 74-80, and endorses the said rules for use by the American Electric Railway Engineering Association. Report of Committee on Power Distribution in Here the Committee on Power Distribution is recommending a change. A. S. Richey: — That can be harmonized by another action, or lack of action, on the part of the Committee on Heavy Electric Traction, as one of the subjects assigned to that Com- mittee was the consideration of existing Standards of this Association for the purpose of revision. One of the existing Standards is that which the Committee on Power Distribution is proposing that the A. I. E. E. rule be made to conform to. I have not been able to find that the Committee on Heavy Electric Traction has recommended or will recommend at this Convention any change in our existing Standards. The Com- mittee on Power Distribution is simply recommending that our existing Standards remain in force and that the A. I. E. E. be asked to change theirs to conform to it. President Lindall : — ■ There appears to be a discrepancy between the report of the Committee on Heavy Electric Trac- tion and the report of the Committee on Power Distribution with respect to this. The Chair would suggest that this matter might be taken up by the Secretary and the attention of the Executive Committee called to the matter, in case there is any correction which should be made. (Mr. Richey's motion as given on page 109, was put to a vote and carried.) Overhead Line Material President Lindall:— The Acting Secretary will read the next item. Acting Secretary Stocks read the following: Recommendation of Committee on Power Distribution: (c) As Recommended Specification: Specification for Overhead Line Material (Engineering Manual, Df 4a). That new sections, " Bracket Intermediate Castings — Feed-in Type," and " Strain Plates," be added following' Sec. 34 and 40, respectively, and further that the Section numbers be advanced accordingly. Also that new Sections covering " Bronze Castings," " Porcelain for Voltages Not Exceeding 3000," " Seven Strand Steel Cable," " Switch Boxes," " Tree and Cable 112 Engineering Association Gaurds," "Wood Insulator Pins and Brackets" and "Wood Break Strain Insulators," be added as a supplement. Section numbers and index to be changed accordingly. (See pages 56-68.) Action of Committee on Standards: Adoption as "Recommended Specification" approved. F. R. Phillips : — I move the approval of the action of the Committee on Standards. A. .S. Richey : — I want to oppose the motion, because as shown on page 69 of this report the matter of standard thread for pins and insulators is now under consideration by a Special Joint Committee, and the Committee on Power Distribution 'reports progress and further recommends that the subject be continued. That, apparently, has had no action by the Com- mittee on Standards, but on page 60 under the heading of Wood Insulator Pins and Brackets, Sec. 76—79 do include a description of a standard insulator pin and thread. If the special Joint Committee is not ready to make a report I do not believe these sections ought so be included in our Recom- mended Specification. C. L. Cadle : — You will note on page 60 that the specifica- tions for wood insulator pins and brackets do not specify standard threads. That is purposely left out on account of the work of the Special Joint Committee. The action taken by the Committee on Standards was perfectly proper on this subject, due to the fact that the thread is left out. It only specifies the diameter of the pin, the size of the shank, and the wood. A. S. Richey: — Are these three dimensions there mentioned such that all of the different parties are in accord on them, the diameter at the top and bottom of thread, length of thread, etc.? C. L. Cadle : — This Special Joint Committee was formed for the purpose of recommending only a form of thread that could be adopted as a standard. A. S. Richey: — Does not that include the diameter of the pin at top and bottom of thread, and the length of the threaded portion of the pin ? Report of Committee on Power Distribution 113 C. L. Cadle : — It does, but we have not included that in the specification. A. S. Richey : — Sec. 78 does specify that pretty definitely, and it also says " (See Fig. 13.)" This figure is shown on page 67, where very definite dimensions are given for the diameter of pin at the top of the thread, and the length of the thread. C. L. Cadle : — It does do that, but the Committtee on Standard Threads for Pins and Insulators, as I understand it, are only concerned in the thread itself. A. S. Richey: — I understand that, but I also understand that the matter of the design of standard thread for pins and insulators involves the diameter of the pin at the top, the taper, which would mean the diameter at the bottom, and the length of thread. It seems to me that is all before this Special Joint Committee on Standard Threads for Pins and Insulators, and that being the case, I think we are hasty in proposing to adopt these definite specifications for wood insulator pins and brackets, which cover the whole thing, except the shape of the thread. C. L. Cadle :# — The Special Committee is supposed to handle the contour and pitch of the thread. These general specifications for wood insulators are for use with wooden pins, both bracket and cross arm. It is such a simple matter it does not seem that it requires the attention of this body. The general dimensions here are so broad that they allow any latitude in the handling by the special committee. C. R. Harte : — As a member of the National Joint Com- mittee on Standard Thread for Pins and Insulators, I can say that there has been no 'question whatever raised regarding either the top diameter or the length of the standard pin thread. As a matter of fact in " standardizing " we are con- fronted by the peculiar situation that the pins and insulators come together without any difficulty. Probably a million pins have satisfactorily fitted as many insulators in the past, and a good many more will do the same before we have finished our work, which is really to state what limits of fit will on the ii4 E n ginee rin g Association one hand give proper attachment and on the other will not require unreasonable changes by the makers. The top diameter and the length of thread will not be changed from the dimensions here shown, which have been standard in the industry for a good many years ; the taper will also be practically that of the past, although there will be tolerances established, but the pin as shown on the drawing has only those dimensions set out which will not be affected in any case. There is no reason why this design should not have the approval of the Association, for it is the pin which has been made for many years by the reliable makers, and which has fitted the insulators, the very few exceptions of which I have heard resulting from the use of pins made by irresponsible parties. G. W. Palmer, Jr. : — It seems to me it would be unwise, in the present condition of the pin thread matter to take any action now with reference to the proposed recommendation. Referring to the mix of the bronze castings, Sec. 58, on page 56. I would like to inquire from what that mix was developed. Is it an old recognized mix in common use today, or otherwise? With reference to the design of the car, about midway of the first paragraph on page 57, it is specified that the rib must not be less than 7/16 in. below the top of the boss at point hi. from the center of the boss. That is also shown in the sketch of the ear on page 64. Does this design give proper clearance between the top of the rib and the nearest metal part of the skirt of the various types of hangers? In the case of the cap and cone hanger, the metal skirt extends below the lower surface of the cone, and approcahes the rib of the ear considerably nearer than the insulating surface of the cone. I would ask if the Committee has given consideration as to whether there will be sufficient clearance between the cap and cone hangers and the rib. . Referring to feeder insulators, at the bottom of page 58 it is specified that feeder insulators must fit the standard pin. What is the standard pin? If a manufacturer wants to make his insulators to fit this standard pin, I cannot find anything Report of Committee on Power Distribution 115 in the report which will give him any information as to what this fit will be. There is no standard pin thread at present, and no standard recommended. Turning to page 60, under the section " Wood Insulator Pins and Brackets," it is specified in Par. 76. " Pin brackets must conform, etc." — there is nothing given there to help, and no help in the specification of the pins, and no help in the diagram of the pins on page 67? Turning to page 59 in connection with the proposed specifi- cation of seven-strand steel cable, I note nothing is said here with respect to what the galvanizing of that cable shall be. If it is intended to bring that under the Standard Specifications for Galvanizing or Sherardizing on Iron and Steel, which are previously quoted in the specification, there is no reference to it here and the only reference to galvanizing in the Recom- mended Specifications on Overhead Line Material in on Page 2 of Engineering Manual, Section Df 4a where it is used in reference to metal fittings. In order to get this seven-strand cable specification in proper shape, it seems to me there must be some amendment to it, specifying that the galvanizing shall be in accordance with the A. E. R. E. A. standard. Referring to the matter of switch boxes, at the top of page 60, I notice that the holes for the cables are to be inclined upwards for preventing the entry of rain. In the ordinary small leads taken into the switch box, that method involves carrying the leads down the side of the switch box and curv- ing up, and entering the bottom, or else going down alongside the switch box and curving up and entering the side. That is a handy method in such case. But when you come to take a million circular mil rubber insulated wire lead out of the switch box by this method you will find it puts you into bad construction. I notice also in the same paragraph the pro- vision that the cover must have substantial hinges and fasten- ings, and on referring to the diagram Fig. 12, there is an ordinary hinge hasp shown there, and under the provisions of the specification that would be galvanized. It is a matter of common knowledge that the ordinary galvanized hinges and hinged hasps become so corroded in the joints during their 110 Engineering Association exposure to the weather that the hasps and hinges are broken in attempting to make them work. I think the Committee might be more explicit in this matter. Referring to Sec. 75, page 60, Tree and Cable Guards, it is stated that " when installed they must remain fixed in position on cable, and must be of length and character to furnish adequate protection. (See Fig. 12)." There are two types of protection shown in this figure, one of moulding, one of a compound wire insulator, and in the built-up-type there is a definite method shown of the fastening about the cable. The sketch of the moulding gives no indication of the means by which it is to be fastened securely on to the cable — is it to be wrapped with tape or fastened with screws or wrapped with wire? Referring to Fig. 6, page 62, I would ask the Chairman what purpose is served by that vertical offset shown in the diagram of the outer-end bracket casting, and in what particular is the casting a better one for the purpose than it would be if there was no offset, and that line straight? C. L. Cadle: — One of the items mentioned by Mr. Palmer is the composition of bronze casting. The Committee obtained from various manufacturers making bronze castings the specifications which were being used in furnishing metal for ears and other compositions of a similar character, and this resulted in the specifications as noted. The New York State Railways is using that mixture in commercial use and have had no trouble. On page 59 is the reference to the seven-strand steel cable. The Committee might have been more exact in specifying that the galvanizing of the seven-strand cable should be-in accord- ance with the specifications of the American Electric Railway Engineering Association. In the matter of switch boxes, the holes to be inclined upward, refers particularly to switch boxes which are used on poles for underground cable, where the cable comes out from the pole and into the box through the holes to the aerial cable. These holes which are mentioned are a very small item, but they were inclined upward to drain the water rather than have Report of Committee on Power Distribution 117 were inclined upward to drain the water rather than have it it seep in through the wood. That is common practice. I will ask Mr. Harte to give you an explanation as to the rib on the ears referred to on page 57. C. R. Harte : — The limit on the height of rib of the ear does not take into consideration the cap and cone. At the present time but few companies are using this form of sus- pension, which is fact becoming obsolete, and it did not seem wise to put into the specifications requirements for some- thing that is almost off the market. The Committee believes that the evidence is conclusive; the round top hanger is used by, by far the majority of the companies, and its use is steadily increasing, and the ear design was considered with reference to it particularly. The insulator pins are specified with the diameters that have been commercially standard for a long time. So too in the drawing of the end casting of the bracket, and in fact, in all the minor details of this and other castings the usual com- mercial form has been followed. The tendency throughout the specifications has been to fix only those dimensions which had to be limited to secure interchange and maintain reasonable uniformity in appearance leaving the manufacturer all the leeway practicable. It happened that the bracket casting which was handed to the draftsman to make the drawing from had the little offset referred to ; it is the standard design of one of the largest makers, but it is a commercial article. As far as there being any real use in so offsetting I personally do not see that there is anything gained, except perhaps getting a curve of beauty instead of a straight line. G. W. Palmer, Jr. : — Upon investigation I find that on two systems alone that I am immediately 'aware of, there are over 1300 miles of equipment using caps and cone suspension. Further, I am informed by authoritative representatives of various supply companies as follows : " The Ohio Brass Company states that 10 per cent of their line material output is cap and cone pattern. The General Electric Com- pany's representative in their New York District, who is familiar with their line material, states that in the New York n8 Engineering Association District 75 per cent of their output is cap and cone. Ten per cent represents the proportion of the output, as a whole, of the General Electric Company. The Western Electric Company states that 25 per cent of their output is cap and cone and in all this manufacture, the requirements of 800 miles of the largest street railway system in the country, the one with which I am connected, is not considered because we make our own cap and cone suspension bodies and do not buy from any manufacturer. Is the cap and cone suspension worthy of having an ear provided on this showing? I think so, particularly as there is no difficulty in making an ear of proper pattern which will be interchangeable with the several different patterns of suspension. A. S. Richey : — On that matter of the pin and thread, I am not inclined to think that the thing is as simple as it might seem from what has been said here. I know that the 1915 Committee took the matter up and found that owing to a difference of opinion between the different associations, the National Electric Light Association, the American Institute of Electrical Engineers, etc., that it could not last year decide on a recommendation for a pin thread. Now that the Joint Committee has been appointed it seems from this report on page 69, that still further investigation is necessary before definite recommendations can be wisely made. On that ac- count, I do not believe this specification including any part of the recommendation as to the standard thread, should be adopted, and I wish to move an amendment to the motion that action on par. 77, 78 and 79, which includes the refer- ence to Fig. 13, be deferred until after the Joint Committee on Standard Threads for Pins and Insulators has made its report. G. W. Palmer, Jr : — I second the amendment. F. R. Phillips : — My interpretation of the intention of the Committee on Standards is that it relates to the contour of the thread and pitch of the thread, and does not relate to diameters of pins, or length of the threaded portion. The assumption is that the thread must fit the object for which it is designed. I cannot understand where mention of the Report of Committee on Power Distribution 119 length of the thread and the diameter of the pin is going to becloud the issue of the Joint Committee on Standard Threads for Pins and Insulators. As I understand it, their function is to determine the contour and pitch of thread, and not the diameter of the object to which it is to be applied. President Lindall : — The question is now on the amend- ment to the motion, as made by Mr. Richey. (The amendment was put to vote and was lost) President Lindall : — The motion now before you is to approve the recommendation of the Committee on Standards that item (c) be adopted as a Recommended Specification. (The question was put to vote and the motion was adopted) President Lindall: — We will now take up the next item. Acting Secretary Stocks read the following : Recommendation of Committee on Power Distribution : (d) As Recommended Specification : Specification for Overhead Line Material (Engineering Manual, Df 4a). That amendments be made to Sec. 9 and Fig. 1 to 9 inclusive (see page 74). Action of Committee on Standards : Adoption as Recommended Specification approved. President Lindall: — What action will you take on this item? A. S. Richey : — I move that the recommendation be adopted. (Motion duly seconded, stated and carried) Acting Secretary Stocks read the following : Recommendation of Committee on Power Distribution : (e) As Recommended Specification: Specification for 600-volt Direct Current Overhead Trolley Construction (Engineering Manual Ds 2b). That amendments be made to Sec. 16, 22, 30, 31, 36, 60, 76, 85 (see pages 74-76). Action of Committee on Standards : Adoption as Recommended Specification approved. A. S. Richey : — I move that the recommendation be adopted. (Motion duly, seconded, stated and carried.) 120 Engineering Association Concrete Poles C. L. Cadle : — On page 37 the Committee recommends that the data on concrete poles be accepted and published in the Engineering Manual. When this subject was brought up before the Committee on Standards for discussion, it was thought that possibly the Engineering Manual was pretty heavily loaded at the present time. I think it would be well to get the opinion of the members whether that should go in or not. A. S. Richey : — This information on concrete poles is, in my opinion, very valuable. It gives data and the working out of formulae that cannot be found in print anywhere today except in this report. It seems to me it should not be buried in the Proceedings of our Association, but should be made much more available to engineers by printing it in the Engineering Manual, even though it does take sixteen or eighteen additional pages. I think it is well worth doing, and I hope that the Association will take that action. I move that this material on Concrete Poles be included in the Engineering Manual. ' F. R. Phillips: — I would like to ask to what extent these formulae have been checked. Have you checked them, Professor? A. S. Richey : — I have not, but I have had enough experi- ence with previous work of the Committee on Power Dis- tribution to rely pretty thoroughly on the work of Mr. Rice, who, I understand, is chiefly responsible for this work. I presume the work has been carefully checked in his office. F. R. Phillips: — This is the kind of information which we can best put in our Manual to the exclusion of other things, but before putting it into the Manual we should be reasonably certain that it is correct, and that is my reason for asking the question ; otherwise we would get into trouble later on. H. H. Adams: — The Committee on Standards has given considerable thought to the question of the introduction of material of this character into the Engineering Manual. The Manual is getting to be rather voluminous, and it has been a great problem to the Committee as to what it should do with matters of this character. The matter is, without doubt, valu- Report of Committee on Power Distribution 121 able. The suggestion is made that a very thorough index be kept and published in the Manual covering references and possibly abstracts, giving enough information to indicate what is covered by the subject, and then referring to the particular Proceedings where the matter could be found. I simply want to make this statement to the members so that they will appreciate what the Committee on Standards is up against in connection with the publication of matter of this character under the heading of " Miscellaneous Methods and Practices." (The motion made by Mr. Richey, page 120, was then put to vote and carried.) Clearance Diagrams for Semaphore Signals G. W. Palmer, Jr. : — There are one or two matters to which I wish to call attention. On page 37 of the report, there is a definite recommendation of the Committee on Power Distribution with reference to clearance diagrams for sema- phore signals. They recommend the adoption of these dia- grams as Standard. I do not find in the report of the Com- mittee on Standards that they have taken any action on that recommendation of the Committee. I further wish to suggest in connection with the clearance diagram which is published in the report of the Committee on Block Signals that the dimensions be supplied covering the outside clearance lines of the pantagraph clearances. Speaking of the work of the Committee as a whole, one of the conditions of committee work referred to in the Code of Instruction is that on all matters with reference to proposed standards or recommendations the Committee shall make a definite recommendation to the Committee on Standards in one of four ways : Either that the matter be approved as a recommendation, or approved as a standard, or that further investigation is not warranted, or that the Committee be given more time to investigate. With reference to the high voltage catenary and trolley construction, the subject was submitted to the Committee on Power Distribution with a view to the preparation of a stand- ard or recommended specification. I do not find anything in the report that is before us as to whether or not this pro- 122 Engineering Association posed high voltage direct current and catenary trolley con- struction has been taken up with the Committee on Heavy Electric Traction. The report of the Committee on this matter is that it be given further time to investigate. I do not find that the Committee on Standards, has taken any action on this recommendation. The same with reference to the standard pin thread. Here the recommendation is that they be given more time to investi- gate, but I do not find that the Committee on Standards has taken any action. The same in reference to the proposed specification for third-rail construction. Has the Committee on Power Distribution in its consideration of this matter had the matter up with the Committee on Heavy Electric Traction, which is so vitally interested, and if so, has the Committee on Heavy Electric Traction come to the same conclusion as the Committee on Power Distribution, that it is not advisable to prepare specifications? The recommendation of the Committee on Power Distribu- tiontion is in effect that further consideration of this subject is not warranted. I do not find that the Committee on Standards has taken any action in reference to that recom- mendation. President Lindall : — Mr. Palmer, your comments will be given consideration, undoubtedly, by the Committee in the future. The question is now on the acceptance of the report of the Committee and an expression of appreciation of the Association for the Committee's work. F. R. Phillips : — I move that we accept the report of the Committee on Power Distribution, and extend to them the appreciation of the Association for their excellent work. (The motion was duly seconded, stated and carried.) President Lindall : — The next business is the Report of Special Committee to Consider Revision of Standard Strand- ing Table. This Report will be presented by Mr. C. L. Cadle, a member of the Committee. Report of Special Committee to Consider Stranding Table 123 REPORT OF SPECIAL COMMITTEE ON THE REVISION OF STANDARD STRANDING TABLE To the American Electric Railway Engineering Association: Gentlemen:— A special committee composed of a representative of the Committee on Equipment and one from the Committee on Power Distribution were appointed in 1915 to confer with the American Institute of Electrical Engineers as to the Revision of the Present Standard Stranding of Cables {Engineering Manual Dw 2c, Table IV). The Executive Committee in 1916, reappointed the same Committee to confer on this subject, assigning the work as follows : " Revision of Standard Stranding Table. (The American Institute of Electrical Engineers decided to reappoint the same Committee to consider this subject. Messrs. C. L. Cadle and W. W. Brown have been appointed as the special committee to care for this subject)." Your Committee attended a meeting with the American Institute of Electrical Engineers and representatives of other associations on December 10, 1915 in New York, and another meeting in June of this year. The present copper wire tables {Engineering Manual Dw 2c), which include the subject of stranding, were first considered in 1909, the table being submitted and adopted as a standard. Revisions were made in the years of 1909, 1910, 191 1, 1912, 1913 and 1914. The reasons for revising the present Standard are to provide a more varied classification and, in some cases, cheapen the cost of produc- tion due to a smaller number of wires in each cable. Your Committee reports the following recommendations, and changes in the present Standard : 124 Engineering Association *o -m r2 si S .2 — a Q °~ Eo.b (NOoo tJ-o ro *o to -^-O CO "*t fO w a lO O CO »o to Oi OO H\0 h \OM win Oi O f^Oi vO fO Ov IT) \r> *t tJ- ro CO CM N hmo O O Ov Ov Ov 00 00 50 O N CO O CO O c* 00 lO M o o o 00 « ^ O 00 00 <3 tOO <> 4 Ov Ov O O Ov Ov Ov Ov 0000 1-1 t» Ov Ov Ov O Oi vO *o o *o *o Oi Ov Ov Ov Oi Ov Ov Ov ov ov ■all E'g B a Q °- 2: o i-i O 00 to o ) *t 1/5 fOOl N tOfil NHM Ov to io « 0 m *CO io ch Ov O fOCh *o O O Ov Ov Ov O0 00 00 Ov CO Ov ■*Ov O CO io 00 11 O lo Ov H N oo o to Ov Ov Ov Oi Ol O O O iO O O iO "O oo E E I- Ol M CM CI CO O o o OvOi CM Ov O vO 00 O O CO 00 t--vO N O to OO to to co to «t *t 10 t- O Ov Ov*0 io o r^oo o\ o OO OOO OOO OO OM i^ioio iO O r~ r~oo oooi lO «oo O 1-1 M OOO d to OOO mo o o OOO OO OOO OO OOO OOO OO CO OvO W X lo M I> Ov VO cm r~oo to^io O M vO Ov to l~ O -^J-CO i-i lO Ol CO i-O C0OH Tj-vO CM O Ov t-O cm m Ov vOiotJ- co co N mo O o o o NOv O no t~- ^t" OCvr- O^to 1/5 •^■■^"^ CO CO fO « « CM CM CM .si u o o ooo O OvOO C~vO OOO o o OOO o o IT) - N 00 ro l*» vo o m 10 ■rt ro vO fO ^tO\ O O r-~ t- CO OO fOO cOO ^ ro ro (N 04 (NW wmm OiflM UiO *t iO O ro l> ON O\ooco r- i>o >vOO to 10 lo lo ^- ro ro i> ro 0*0 N fOO o* o -3- r-O N CO r** t--r-t— Q\ Q\ Q\ Q\ ck i-- i> t-t-- t-> r» t- w Tto oo ^J- fO LOO hi COO O IOCS O fO a N W (N ro ro lO-O t- OOO OOO OOO ro ^ >0 0 OOO OOO OOO ro lo o O\oo lo r- h ro iO r-CO O Ttl>w 00 t^O U-) -3" ro N N o\ w o a OOO O lo •^J- Oi CO (N l> OOO iO ro N lO O O f<3« CN M OOO OOO OOO OOO OOO OOO OOO O IO O IOO lO ^rt-^t^t ro ro N OOO OOO N CO ro O ro O hi o ro O oo O h ro OOO OOO O hi N ro lo O t-»c £ ° ^ 8.2 s s S § 3.1 U U ^ u o 4) a> S q s ^ ° >. O HI CLrQ , CD CD O h N *j +f aJ « cd 3 ft 4^ « ,„ O 3 „• I B 5 § S a! d. u . c £: 5 M 8 0) C r« CO. ^ w 3 o E s x- n SO £ S » ^: : & " ^ ^ c "3 S s " S ° ft; C ft o "d d r3 cs q rt— . ^ u o w- Soo „ T3 m t- vw 11 a3 ^ > r; • = T3-r; tt ■> ° M c ° fe .2 >< rV « w .2 tSy-^il « .S « g OS ^ I 3, s c ° « N „ z "1 « « S 2 3 4) D—! u h n ,5 on > 126 Engineering Association f ) „. CD UJ w a) "S I- COM S u - 2 CU.S3 N O 00 i-O roioio O lOVi IT) -3- *t CO PO tO ro -* -t > (N o\ o roa \o po O O Oi 0\ o\ 00 o' PC O CO ifl o 00 H O in Oi oo o O* Ov 0\ o\ o\ ooo o o o>oo *o*o*o ^oo °-5 o o o o O O N o o CN Ov ro io losO \D ■•o r- o o o o o o Cn r- r- row 10O ^ mm CN LC 00 NO O LO H 00 O LO IO LO OsO t^-t^OO CO OS ooo oo ooo oo ooo oo ooo oo ooo o o ooo o o \0 dfo r- O -^tco U5M J> 0\ LO N M30 rO ^ LO LO fO "tO 00 O cn C\ vO LO fO O < OOO OO OOO OO OOO OOO CO r-vO io rON h mo 0\ fOOO N f- o o 000 r-so m^ro ci h 000* 0000c* t~0 Report of Special Committee to Consider Stranding Table 12 ro in in O 00 00 00 i> 00 co r— co r- < OWN f^^lO O t--00 Tj- roO co CA I> CO ON O CO O CO CO IN N M M m ^ tJ- to r- W CO \0 r-00 mo M rj-00 O O co co co CO co co r-O On 00 J>0 O com UT^Ol n ho co w o ^ coo co C\ o o O* m h 00 cO t- cOt^-N 1> CO O. O CO O COO t coco cor^i> o O in in "3- -3- co co w n cj n hwh N CO h I>0 t- O 00 C\ O o in in in tJ- rf-Tj- 1^- in O in co r^iNco 05 ro in j 0\ i> o r->cc m tJ-oo O Q\ CO t—O O tj* N r- t-- t> r- r- j> 0 O 01 o CO o in ,Hf -^j- OO OOO OO N COCO M in 0 ^Ov^t 02 pi n in m m oc r— m co m o o> o o 10 ^ co ^J-100 w 0\ 00 O 0\ w O co O c i>coo co o in -^j-rocN O co in co Q\ n OO OOO OOO OOO OOO OOO OOO OOO OOO OOO or-^ oi>m ooom co ^ in o r-00 C^3 £ .3 O 0) -M 0) Pl4 d £ 2 § u o • C ^ I"1 "glo a> m o M > ll-a § 3 s f-i ,: * 60 O -gC ° +^ •Sll^gg .3 g 01 ^ g. — a oo« >,°" 0) aj c u 01 § 0 1 Ei 60 o o.S 03 o o •S.S a> 2 c 3 fi o-d 2 § C3 rj C ID." •3 S3 . 01^ o «So n ro o ) To consider further the proposed Standard Form for Drafting Specifications. Your Chairman therefore appointed a Subcommittee on Revision of Engineering Manual, consisting of Mr. Martin Schreiber, Chairman and Messrs. R. C. Cram and J. S. McWhirter, members. He also appointed another Subcommittee to be known as the Sub- committee on Style, consisting of Mr. J. H. Hanna, Chairman and Messrs. J. W. Welsh and C. L. Cadle, members. MEETINGS The Subcommittee on Style held a meeting at the Association Head- quarters just prior to the meeting of the Committee on Standards. At this meeting, there were present J. H. Hanna, Chairman and C. L. Cadle. The Form for Drafting Specifications as proposed by the 1915 Committee was discussed and changes suggested for presentation at the meeting of the whole Committee. In accordance with the Rules for the Adoption of Standards as promulgated by the Executive Committee, your Committee met at the Association Headquarters on July 27, and 28, 19 16, to consider the recommendations of the present standing committees in their reports for the current year and also to consider other recommendations from the 1915 Convention that needed the approval of this Committee before their final adoption. At the meeting on July 27, 1916, there were present : Mr. H. H. Adams, Chairman, Mr. Martin Schreiber, Vice-Chairman, Mr. C. L. Cadle, representing the Committee on Power Distribution ; Mr. A. B. Stitzer vice, Mr. J. W. Welsh, representing the Committee on Power Generation; Mr. C. H. Clark, representing the Committee on Way Matters; Mr. W. E. Johnson, vice, W. G. Gove, representing the Com- mittee on Equipment; Mr. E. R. Hill, representing the Committee on Heavy Electric Traction ; and the following members at large : Messrs. J. H. Hanna, R. C. Cram, C. R. Harte, and E. B. Katte. In addi- tion to the above there were present, Mr. H. H. Norris of the Electric Railway Journal and E. B. Burritt, Secretary. At the session on July 28, 1916, there were present : Mr. H. H. Adams, Chairman, Mr. C. L. Cadle, representing the Committee on 134 Engineering Association Power Distribution ; Mr. A. B. Stitzer, vice, Mr. J. W. Welsh, repre- senting the Committee on Power Generation; Mr.. C. H. Clark, repre- senting the Committee on Way Matters ; Mr. W. E. Johnson, vice, W. G. Gove, representing the Committee on Equipment; and the following members at large : Messrs. J. H. Hanna, R. C. Cram, C. R. Harte and E. B. Katte. In addition to the above there were present Mr. H. H. Norris of the Electric Railway Journal and E. B. Burritt, Secretary. REPORT OF SUBCOMMITTEE ON STYLE To the Committee on Standards: Gentlemen. — Your Subcommittee appointed to consider further the Form of Specifications held a meeting at the Association Headquarters on July 26, at which Messrs. Hanna and Cadle were present and has received from a number of the Association's members by letter, sug- gestions as to changes in the tentative form of specification made by last year's Subcommittee. As a result of their consideration your Subcommittee desires to respectfully recommend that the section relating to numbering of sections be so amended as to read as follows : 1. Sections — (numbers to run consecutively through each sub-title. Each sub-title to be allowed one hundred numbers and number- ing of each should begin — 1, 101, 201, etc.). Your Subcommittee would also recommend that the Form of Specifi- cation reported last year as is herein amended, be approved by the Association for use by its Committees and be inserted in the Manual. The recommendation is also made that that part of the instructions to Committees relating to the preparation of copy be amplified by specify- ing definite sizes and forms of drawings, titles, etc. Respectfully submitted, J. W. Welsh, C. L. Cable, J. H. Hanna, Chairman. Subcommittee on Style. The report of the Subcommittee was accepted and approved. REPORT OF SUBCOMMITTEE ON REVISION OF THE ENGINEERING MANUAL To the Committee on Standards: Gentlemen. — Your Subcommittee on the Revision of the Engi- neering Manual wishes to recommend ■ First: That the Manual be revised so the Miscellaneous Methods and Practices be eliminated. Second: That the Manual be bound and printed for three years with yearly supplements. Report of Committee on Standards 135 Third: That the present index be abolished and one similar to that found in any technical press or like books be instituted. Respectfully submitted, R. C. Cram, J. H. McWhirter, Martin Schreiber, Chairman, Subcommittee on Revision of the Engineering Manual. On motion after considerable discussion as to what should or could be eliminated from the present edition of the Manual, it was voted that this subject be referred to the ensuing committee. RECOMMENDATIONS FROM PREVIOUS REPORTS Design of Track Construction — Type C This design was submitted for adoption as a Recommended Design by the 1915 Committee on Way Matters (see 1915 Proceedings, p. 471). The 1915 Committee on Standards withheld approval until after the 1915 Convention (see 1915 Proceedings, pp. 55 and 517). The 191 5 Convention did not take any action on this recommendation. Paving omitted 7" to 9' 'Concrete /-J- 6 * Minr 3" Crushed Stone Grovel or Sand Ballast Always prdvide Under-drains Type C For heavy water-retaining Soils and other uncertain made Ground - Heaviest Traffic and Cars Provide Surface Drains Alternative Drain on < o - 5 or Or * 0 o „ < 5ij i) or '3 si 01 * i I ! i Report of Joint Committee on Engineering-Accounting 157 i58 Engineering Association 1 °j 1 1 ^ 1 .i 1 ■4 1 ! ! 1 1 ~-l 1 ssl H\ ^ Ii II — i — i 1 — I i lip 1 ■ 1 1 i ; I ^ 6 6 ~Z- ~z_ $ & ° Q o 3 IC < s ! a — I : i S. (O -4-j ! ' I c 5 t j > r \ r- K h in D- 1 o 1 or 1 z. O r- u Z < r e i i 1 _j 2 i = — 1 1 < i- s *e h z N - — - 0 1 h |— • £ *ICAN ELECTRIC RAILW INVENTORY DEPART ME h :hange5 in or addition ; UNDERGROUND a ICLUDE R fit E . ACCT. NOS. 511 □ \ 1 1 i | 1 i i ; 1 a h z a a L a: i i 5 o k n u o J REPORT RHEAD UNIT Z 0 a E u in ul o 0 r- 0 \ TAILED — OVE a i J U a 1 J^ r 5 ! ? I 1 ! — U r 1 ill V J 1 j 1 t r j < I f- — i i 1 if g , | i r l ? 9 hi Report of Joint Committee on Engineering-Accounting 159 i6o Engineering Association Report of Joint Committee on Engineering-Accounting 161 These forms should be filled out partly by the auditor, who should give the actual amounts charged to each account at the completion of the work, and the department handling the work which should give the number of units affected, description thereof, and when necessary an appraisal of the old material replaced. The Construction or Road and Equipment, and Operating Expense Accounts, of the Interstate Commerce Commission's uniform system of accounts for Electric Railways, are here used as they have been adopted as a Standard by this Association. In addition to the six forms above outlined Form No. 7 herein shown was considered necessary to describe in detail the physical characteristics of each section. In some instances it might be desir- able to attach drawings or sketches such as for special work layouts, parcels of land, etc. To properly complete this system it was considered advisable to show a card index system by which any unit might be readily found either in the ledger or in the volumes in which it is proposed that the Forms 1 to 7 should be bound. These detailed report forms, made out by the various departments, should be bound and kept by the Inventory Department in loose leaf binders. In this way the original signed record is always at hand for reference. The card system has been divided into six indices, one for each class of property as represented by Forms 1 to 6. The six cards which it is proposed to file under these headings in duplicate are shown herein and filled out to correspond with entries on the forms. In all cases, with the exception of Equipment and Land, one set of cards is filed alphabetically by locations, with alphabet subtab cards under tab cards bearing the name of the unit. The unit may be as small as desirable and if the classification used does not give a fine enough subdivision, some such scheme as annexing a subletter to the account number may be used. In this connection attention is called to the 1915 report of this Com- mittee, in which is given the revised subdivision of the standard classifi- cation of accounts. However much it is desirable to subdivide, the cards and detailed report forms will be suitable. In all six indices, the second filing of cards will be numerically by section numbers, with number tab cards. Of course, it will be sesn that when a Power Station, for example, is taken as a section, there will be a number of cards bearing the same section number, but a different unit number, and all cards bearing the same section number should be filed together in the numerical order of the unit number. As to the Equipment card, it was thought desirable to cross index numerically by car numbers with subtab cards, under tab cards bearing name of the unit. For example, if it is desired to find the Electrical 6 Engineering Association Report of Joint Committee on Engineering-Accounting 163 Location of Sec. Sect-ton hTo. Town Ledger Detailed Report Description Page /<£> */ 6 LAND Operating Div. No. I Land Index Card In duplicate I. Alphabetically by location with alphabet sub. tab. cards under tab cards bearing name of town or tax district, i . Numerically by section numbers with number tab. cards.- Location of Sec. Ledger Detailed Report Description TRACK & ROADWAY "sTcTNoT ~L)nTt~NoT "DnT+" Vol. Page 2. 3 (,2. 3 '76 Operating Div: No.Z Track and Roadway Index. Card In duplicate I. Alphabetically by location with alphabet sub. tab. cards under tab. cards bearing name of unit. t .Numerically by section numbers with number tab card3. _Y9 - ^23 _ Sec. No. "OnTrflo. Location ot"5ec. UnTt Ledger Detailed Report Description STRUCTURES Vol . Page a. / '3-7 / 2.C Operating Div. No. 3 Structures Index Card In duplicate I. AlphabeTically by location with alphabet sub. tab. cards under tab. cards bearing name of unit. Z . Numerically by section numbers w ith number tab. cards. E ng ince rin g Association Location of Sec . Ledger Detailed Report Description 5ec.No. Unit No. UniF ~~ Vol. Page 2. 3 /76 OVERHEADS UNDERGROUND 0Derafinaniv CONSTRUCTION UperaTincj U.v. No. 4 Overhead A. Underground Const. Index Card. In duplicate I. Alphabetically by location with alphabet sub. tab. cards under tab. cards bearing name of unit. Z . Numerically by sec+ion numbers with number tab. cards. Car Number ~5ec.No. Unit No." Unit Ledger Detailed Report Description EQUIPMENT Vol. Page 2- / /C£~ z "f Operating Div. No. 5 Equipment Index Card In duplicate 1, Numerically by car numbers with number sub tab. cards under tab. cards bearing name of unit. 2, Numericallu bu section numbers with number tab. cards. /^-w^fc*. >£-C£l/co-»_ C^L^^f. , Location of Sec . Unit ' £3 - Si/s^ -Ai "5ec.No. Unit No." Ledger Detailed Report Description Vol. Paqe / /2.0 z 3 1>2- POWER Operating Div. ,__ No. 6 Power Index Card In duplicate I. Alphabetically by location with alphabetsub. tab. cards under tab. cards bearing name of unit. Z. Numerically by section numbers with number tab cards. Report of Joint Committee on Engineering-Accounting 165 Equipment of Car No. 1267, this will appear in numerical order of the car number under the tab card Electrical Equipment. Because of the fact that it may not be desirable to use the car number as a number designating this sectional part of the equipment, as itemized in the ledger, but rather instead use a section number as in all other cases, these Equipment cards are planned to file in dupli- cate, the same as in the other five cases. The only difference in the land card index is that in the alphabetical filing, tab cards bear the name of town or tax district instead of unit. It appears to your Committee that to properly handle and maintain such a system for a continuous inventory as herein outlined, a sepa- rate department should be created. The man in charge of this department should have a certain practical knowledge of engineering, accounting, and at the same time, be more or less familiar with the physical characteristics of railway property. The cost of maintaining such a department and the number of men required will, of course, depend upon the size of the property and the extent to which the various units are subdivided. The Committee realizes that this is a new field in which they have worked and that very little has been done along this line by any of the members companies, although a desire for such a system has been expressed by different companies and also public utilities com- missions. Therefore your Committee looks upon its work as a start and trusts that a good discussion of the whole subject will be forthcoming at the Convention and that this work be further continued in committee next year so that this system may be improved along any lines which may be suggested. Your Committee takes this opportunity of expressing its appreciation to the Member Companies for their cooperation in furnishing informa- tion for the preparation of this report. Respectfully submitted, B. E. Bramble, C. H. Lahr, J. C. Collins, H. A. Gidney, Harold Bates, Norman Litchfield, J. P. Ripley, E. P. Roundey, F. H. Sillick, Co-Chairman, L. P. Crecelius, Co-Chairman, Joint Committee on Engineering-Accounting. 1 66 Engineering Association President Lindall: — Gentlemen, the report is open for discussion. Discussion of Report of Committee on Engineering- Accounting Edwin Gruhl : — The Committee is to be commended on the progress it has made on one of the most important tasks that has ever been assigned to the Engineering and Account- ants' Associations. The trouble with our accouting records in the past has been that we have devoted too large a propor- tion of attention to operating expense accounts and too small a portion to the accounts of capital invested. While detail of operating accounts is necessary to the efficient conduct of the business the detail is, after all, merged into profit and loss at the close of the year and becomes only part of the past his- tory of the company, to which reference is only made for purposes of comparison. The property account is, however, a continuous live record to which we are having increasing occasions to refer as problems of valuation and the cost of replaced property arise. The progress report of the Committee however, proposes a very complicated and costly procedure, and it is believed that a simpler property ledger must be devised before this addi- tion to the company's records will be given serious considera- tion. The suggestions for simlification of procedure and form may be enumerated briefly as follows : (i) The report recommends a separate department to handle and maintain the system of continuous inventory out- lined. This seems impracticable because many of the records of original entry which are used to carry the property ledger to date must at the same time be available to the accounting department. Various operating, payroll, special and material accounts are credited with each charge to property account. While an analysis of the property charges is being made for the property ledger the duty will continue to develop upon the accounting department to ferret out errors, check up the correctness of the designation of material and the proper credits to the material accounts for returned material either Report of Joint Committee on Engineering-Accounting 167 during or after the job is closed out. A more practicable plan would seem to make the property ledger an additional duty of the accounting department with a vise of work order analyses by the engineering and operating departments under whose supervision the construction has taken place. (2) The report states that the size of sections or units shown in the summary of the property additions is optional with the various companies. The forms submitted, however, make it apparent that the number of record sheets and cross index cards for a large property will run into many thousands and it seems essential that the segregated detail of the primary accounts prescribed in the Interstate Commerce Commission classification, such as " Grading, Ballast, Ties, Special Work," etc., be definitely determined. The Committee can be of great service by specifying the subdivisions and units for which the records are properly kept for a moder- ately small company with $100,000 or $200,000 gross per annum and a moderately large company of from $2,000,000 to $3,000,000 of gross per annum. Unless this is done the record is likely to be of such great detail as to make it a difficult matter to summarize and keep to date. The matter of definition of secondary accounts might well be extended into the question of renewals. We all know that the line of demarcation as to what is maintenance and what is renewal is rather hazy. If the subdivisions of the property ledger are in detail the practical question is certain to arise, for example, as to whether work on a particular section of track is of sufficient importance to be reported in the inventory or whether the charge is simply to go into the ordinary main- tenance accounts. All acts of maintenance, of course, affect in varying degree the cost and life of the unit of equipment. It is desirable that these difficulties of classification be antici- pated and provided for in the final scheme for the property ledger if the plan is to be of greatest service to the industry. (3) The forms suggested by the Committee provide for the recording of accrued depreciation. It is not believed that this is essential for the property record, or desirable. It requires a tremendous number of entries each year to arbi- trarily write down each of the units and subunits of the Eng in coring Association property. Difficulty is certain to arise as to the basis of depreciation assumed. Such examination as has been made of the depreciation rates and estimates by the Joint Com- mittee on Life of Physical Property of the Accountants' and Engineering Associations has demonstrated that depreciation is not a function of age but is rather a function of the care, maintenance, obsolescence and other factors which cannot be predicted in advance with any degree of accuracy. As a result the property ledger would contain present values which overstate or understate conditions to a considerable extent, and the accrued depreciation entries would require continuous adjustment and correction. It is conceivable, for example, that a section of track which may be good for an additional ten years will be required to be paved through action of a munici- pality. At that time the practical question will arise as to whether it is not desirable to change the rail, renew the ties, and do the job over again. In such a case the element of fore- shortened life must be provided for and the theoretical accrued depreciation recorded in the property ledger would not be sufficient to care for the change. On the other hand an increase in the ordinary life may occur due to the original selection of the unit and the care with which it is maintained so that the unit at a certain age may be expected to have a greater value than that assumed in writing down the accrued depreciation on the property record. The question of accrued depreciation is further complicated by the credit arising out of scrap values. We all know that the price of scrap varies over a considerable range from year to year and is likely to upset finespun calculations spread out upon the books. This does not mean that provision should not be made for accrued depreciation or that the necessary reserves for depreciation upon the entire property cannot be determined from the overall experience of the company. The reserve, however, is merely accrued to insure the financing of replace- ments when such become necessary from whatever cause such replacements may arise. Unusual ages of some units of equipment before they are abandoned, compensate for the Report of Joint Committee on Engineering- Ac counting 169 foreshortened life of other units of equipment. The reserve is, however, not disturbed or the property values written off until the replacement loss is actually encountered. This procedure is now followed universally in accounting for Accounts Receivable, and in the Handling of Stores. In the former case we know from experience that a percentage of the accounts are probably of doubtful value, but no one would suggest that each account be written off by the anti- cipated depreciation of the group. In the -latter case we know that certain small percentages of stores and supplies are likely to be damaged, lost or otherwise depreciated in hand- ling. It would not be seriously suggested that the individual stores accounts be changed from their cost figures to care for these theoretical tendencies. (4) It is probably true that the fundamental difficulty of the scheme of property ledger suggested arises from the con- fusion of values and costs. The plan proposed is in effect a continuous appraisal rather than a continuous inventory priced at actual cost. Accuracy in accounting is only possible where the rule of cost is strictly adhered to. Accounts are kept on the books at 100 cents on the dollar until such time as it is known that they are worthless ; then they are written off. Stock is kept on the shelves at cost until an inventory definitely discloses that it is worthless, damaged, or has mysteriously disappeared. Then adjustments are made in the records at that time. Investments in real estate and securities are carried at cost on the books, frequently at figures far below their values, but under the rules of strict accounting no profit is taken because of increased value until such investments are disposed of and the profit definitely realized. A large amount of unnecessary confusion will occur unless these principles are observed in the property ledger, and unless they are, the record will be of little value. The most that can be expected if the property record is to have any semblance of accuracy is that the actual cost be associated definitely with the separate unit of property. Martin Schreiber : — Relative to the first section of report on Interdepartmental Charges, I agree with the findings of the 170 Engineering Association Committee. At one time it was my idea we should make some sort of official accounting on overhead charges in connection with interdepartmental work. However, it is now my opinion that official record of overhead charges would involve a great deal of useless, extra work, and would be apt to upset the books and cause trouble. Still, it should be firmly kept in mind that there are times when it is desirable to know the complete cost of interdepartmental work. The engineer should therefore include overhead charges in his estimate, when that estimate is to be used for comparison with outside work. Moreover, the Auditor and Purchasing Agent should also interest themselves sufficiently, so that when they receive figures from the engineer, or whoever is responsible for the estimate, whether or not overhead charges have Been taken into consideration. There is no question about it that, in the past, a great many times the Manager, Purchasing Agent and other officials of the railway have been misled on the reported cost of interdepartmental work. Now, for the Development of a Property Ledger. — I think the whole proposition has been ably discussed by Mr. Gruhl, but with your permission I would like to add something rela- tive to depreciation. The report assumes, or practically assumes, definite life tables for property. That is a principle the Committee on Life of Railway Physical Property has never conceded. We do not think it is possible to truly make any such assumption. The best time to ascertain the true depre- ciation is after it has actually taken place, or at least when it is necessary to do so. Recording in advance does not only involve a lot of guessing that is not required, but also puts the company in a position of having official documents that cannot be verified by the facts. Unquestionably, it is not possible to anticipate the exact life of railway physical property ; there are too many variables outside of the ordinary wear. But, I do want to congratulate the Committee on the splendid work it has done in develop- ing a Ledger. It may be required in the future by the electric railway companies, for their own protection, to produce valu- ation figures at short notice. If so a proper record will be extremely useful. Report of Joint Committee on Engineering-Accounting 171 W. H. Forse, Jr. — Mr. President, I did not have an opportunity to look over this paper until I came into the room, but I was very much interested in Mr. Gruhl's com- ments. Mr. Schreiber discussed the question of depreciation, and I note that Mr. Gruhl in his remarks seemed to indicate that nothing had been provided in this form of ledger for appreciation of values, but I find in looking at one of the forms illustrated that it has columns headed " depreciation or appreciation." The entire subject seems to me to be very well blocked out by the Committee. I think that all we can expect a Com- mittee of this kind to do is to formulate something that will give us a basis from which to work our way forward. I note also they provide that the form shall show " if it is desired, the present or depreciated value of the property,'" and at another place they say that " with a. continuous inven- tory system such as proposed, it is not necessary for a com- pany to immediately make a detailed appraisal of the entire property.'' I note that no place in this report so far as I have glanced over it since I came into the room is there mention of the fact that interstate steam carriers are required to report to the commission their investment in betterments on special forms. It seems to me proper that the committee take this into consideration, and so prepare their ledger forms that they will conform in general, at least, to the Interstate Com- merce Commission system. We assume that the Commission will at some time in the future undertake the valuation of electric railways, as they are at present valuing steam railways. I do not know why there should be a separate department for handling the property inventory, because on every prop- erty there is cooperation between the engineering and accounting departments, and to make another department would in my estimation be entirely unnecessary unless we come to the point where we are all of us engaged in valuation work and must organize a staff for that purpose ; if it is merely for the purpose of taking care of additions and better- ments valuations, that is something that can ordinarily be handled by the staff already engaged. 172 E ng in eering Association I am sorry, Mr. President, that I did not see the paper before I came into the room, but just at the moment I do not care to make further comment. President Lindall: — I might say for the benefit of the gentlemen who have not had an opportunity to look over this paper that it was not sent out to the members for the reason that it required the approval of the Executive Committee of the American Association. That was only obtained last evening. Martin Schreiber : — Mr. President, I would like to make one suggestion to the Committee that I did not include in my remarks : that in case the work is to be continued, the Committee cooperate with the Committee on Valuation of the American Association. This work is very important and I believe should be approached with every possible care. President Lindall : — I have a paper by Mr. Harry E. Carver, Assistant Engineer in charge of appraisals for the Public Utilities Commission of New Jersey. This will be read by Secretary Boylan. Written Discussion by H. E. Carver: — This Report outlines a system which will probably give excellent results if carried out. As the principal objection to a continuous inven- tory is the expense involved, it is thought that the following may suggest a few ways in which the system proposed could be simplified. 1. No place is provided on the property ledger, or sum- mary sheet, by which term it might also be designated, to show from what detailed sheet the information is assembled. This appears to be a very important omission. In lieu of this a rather elaborate system of card indices is suggested in order to locate various items in the inventory. If this information is desired for a certain item, at least the account in which it should be included is known or can readily be determined. The summary sheet for all the property should show the sheets from which the total for the account in question has been derived, and this sheet or sheets should show the pre- liminary sheets from which the data there contained is found. In other words, if proper use is made of the system of Report of Joint Committee on Engineering-Accounting 173 accounts as a subject index and proper references are used in making up inventory sheets, a further system of referenc- ing should be unnecessary except for such items as may be included in the inventory in groups. For items like rolling stock equipment, track special work, etc., it is probable that card or individual records of some kind are kept at the present time which could be made an integral part of the inventory system. A list might also be made of various items which should be included under each account and listed alphabetically in order to readily classify same, if this should appear desirable. 2. In the forms submitted it is proposed to identify the various sheets by a section number, a unit number and a sheet number. The unit number is evidently intended to be in practically all cases the account number or subdivision of a particular account, and it is suggested that the term account number would be more suggestive and might better be used ; also that data referring to one account only should be placed on- any one sheet, excepting the summary sheet or sheets con- taining general information which sheets might be classified as Account No. I, or some other number which does not refer to a particular account. If a holding company operating a number of different subsidiaries is involved it would probably be advisable to sub- stitute for the term section number, file number, to designate the company ; and to designate the section or particular sub- division of any one company by a series of sheet numbers using as many series as are desired with an index of each account. In many, if not all, cases the same series of sheet numbers in the various accounts could be used for the same section. If it should afterward prove that an insufficient number of sheets were allowed a decimal could be used before and after the numbers. This is practically the system which is used by the Public Utility Commission of the State of New Jersey, and which we find works very satisfactorily as a means of identifying each inventory sheet which is made. By combining a letter with the sheet number we find that we can easily give a separate and distinctive number to each and 174 Engineering Association every inventory sheet that may be made in reference to any Company in the State for a period of 25 to 50 years or more. In making reference to any sheet the account number and the file number may be omitted if they are the same as that in which the reference is made, which considerably simplifies the indication of the reference. 3. The forms suggested provide for the computation of the accrued depreciation for each item. While this is very useful information to have and information which the Federal or State Commissions would probably be delighted to have a company keep, there is some question as to the advis- ability of making these detailed computations on each sheet. It would seem to be desirable to keep a record of the expected and actual life of each individual item, but the accrued depre- ciation or the present value of any single item appears to be of little value except in making up an estimate of the total accrued depreciation or present value for the whole company or for a taxing district or other subdivision. It will probably be less work to make these computations at the time they are needed when making up a summary, as a considerable number of items could probably be grouped for the purposes of com- puting depreciation. 4. There are a number of other problems involved in this work. These problems involve the proper computation and allocation of labor costs, of material costs when a large num- ber of items are included in one contract, storeroom charges, tools and other miscellaneous small items, engineering, super- vision, interest during construction, legal expenses, etc. All of these items enter into the cost of any particular piece of property, and in computing accrued depreciation or in mak- ing withdrawals, etc., a proper allowance has to be made for all 1 of these items. It would seem advisable, however, to leave the above for discussion at some later time, as they are not considered in detail in the report. C. R. Harte: — It makes a good deal of difference whether a problem which you are considering has to do only with some abstract conception, or whether it is an actual issue with very Report of Joint Committee on Engineering- Ac counting 175 real and practical applications. Doubtless you are all aware that under the Federal Valuation Act the United States Gov- ernment is today engaged in valuing all of the interstate com- mon carriers of this country. At the present time the electric roads have not been included except as they may be specified parts of steam roads ; but the interstate lines come under the terms of the Act and it is very probable that they will be valued before the work is completed. The procedure, as set out by the Act, is a determination of value by the Commission, through its Division of Valuation, formal notification of that finding to the road in question, thirty days dating from notice in which the road may file a protest, and then, or in case of protest after adjustment be- tween the road and the Commission either directly or by court action, that value is to stand as prima facia evidence in all actions involving value. To this date there has been no final finding but in view of the many questions which had arisen, Mr. Prouty, Director of the Valuation, has given the first roads valued an opportunity to discuss with the division the preliminary reports, in order that so far as practicable any objection on the part of the carrier might be met, or, fail- ing that in part, that the issues might be as clean cut as possible to facilitate review by the Courts. At these and at all similar conferences, have sat not only the representatives of the car- riers, but of the National Association of Railroad Commis- sioners as such, as well as Commissioners representing some of the states individually, and I think you will agree that whatever principles are established in the valuation of the interstate carriers by the Federal Government will be applied by the State Commissions in their dealings with intrastate utilities over which they have jurisdiction, so that the whole matter comes very close home. At the present time the Government apparently feels the " original cost to date " can hardly be secured, but the states are insistent that it be found, either from the records or by estimate, or by both, and if this latter view obtains I am afraid our committee's recommendation as to interdepartmental charges may come back to plague us. When a department i76 E ng mooring Association does work, that work costs, first, the apparent cost of the material and of the labor upon it; second, its proportionate share of the fixed charges against the plant and the organiza- tion employed in providing it. If it is then turned over to another department it should take on both the face cost of the labor and material there employed on it and also the propor- tionate overhead attaching to that department, and so with all other departments into which it goes. So long as each depart- ment has assigned to it its proper share of overhead there is no duplication ; assuming the rate to be the same for each the total overhead will be the same whether it is attached by a dozen departments each doing a part of the work, or by one department doing it all. But if we follow the recommendation of the committee not only do we get records which are not correct, but if the " Original Cost to Date " is made the basis of valuation those of us who have utilized the spare time of our organization and plant will get our book costs only, while our neighbor who has bought from the dealer, and has paid for all the similar overheads which manufacturer and dealer have very properly included in the price, will have a value that much greater. In the matter of taxation this may not be so harmful, but if we come to what always seems to me an economic crime, the basing of rates upon the value of the car- rier when that value is the cost, our reward for having better utilized our property will be the privilege of receiving less pay for service than does our less efficient neighbor. There is, however, a ray of hope in the attitude of some of the states : that '* original cost to date " does not mean actual book original cost, but that it means a reasonable cost, in which case, if by the efficient use of our own men we have succeeded in keeping down the cost of our road, and the Government steps in and attempts to or does value on the basis of original cost as recorded we may well say that our book cost is not a reasonable cost and that it does not include all the factors that should appear. Such appeal would doubtless have to be taken to the courts, for in an instance where one of the railroads set up the plea that its book records of engineering cost should not be used as they clearly omitted proper items, including Report of Joint Committee on Engineering-Accounting 177 overhead charges due to the general office, the Division of Valuation retorted that if the Carrier could not keep its books correctly the Government could not be expected to do it for them. On any reproduction basis these interdepartmental charges are of less moment as far as valuation is concerned, but that certainly is false accounting which does not show all the elements of cost properly allocated and the Committee's recommendations on the one hand gives the receiving depart- ment service unduly cheaply, and on the other, burdens the regular work of the furnishing department with the overhead so rebated. Those who were at the meeting of the American Associa- tion this morning doubtless listened with a good deal of in- terest to the statement by Mr. Brady that perhaps all of us had not remembered, namely, that an interstate carrier is not necessarily a line that goes across a state line; that carrier which in any way handles goods, chattels or traffic that has originated extrastate and which it receives from an interstate carrier with which it has a contract becomes by that Act an interstate carrier. We ought, therefore, to consider very seri- ously this question of overheads on interdepartmental costs. It may add a little to our bookkeeping, but if the overhead is properly figured, if we are only taking into account what the work actually does cost us, I cannot see why the overhead on any interdepartmental charge is not as much an actual and true charge as when an outsider makes us pay him for his overhead which he has rightfully added to the price he charges, while its omission is quite likely in some cases at least to result in actual loss of a very real element of value. It has been my privilege to be rather closely in touch with the Federal Valuation, not as a theory but as it is actually working out, and for that reason feel strongly on this subject, and I am afraid I have taken more than my share of the time, and I will only touch on the other subjects : It would certainly seem that the subdivision of accounts covering steam power station costs was a joint matter, not only to include the Standard Classification of Accounts of the Accountants' Association, but also the Power Accounts sug- i78 Engineering Association gested by the Committee on Power Generation of the Engi- neering Association. To Mr. Gruhl's criticisms : Of the special department for the continuous inventory, of saddling the Accountant with other than costs, and of the inclusion of theoretic depreciation on the ledger, the Committee will doubtless offer the facts that such special departments are now in successful operation in the majority of the railroads of the country; that the re- port does not propose the Accountant should handle the matter, that being Mr. Gruhl's own suggestion, and contrary to the recommendations ; and that the legal requirement on an annual depreciation statement in spite of the " Theory of Accounting " by the Tax Commission of the State of New York if nowhere else makes necessary in one state at least some reasonable method of showing an approximation to the facts. And while a theoretic depreciation may not exactly reflect the actual conditions of each specific element, and so may fail to stand the acid test of court proceedings, if made by men reasonably familiar with the subject and the property in- volved the total will be very close to that found by actual field investigation, which should be made at least once in ten years to correct if necessary the rates used. Conclusion 4 of the subcommittee on the Continuous In- ventory which reads : " To provide space for properly setting up the cost with a footnote explaining if not actual," would perhaps be clearer if after "explaining" were inserted the words " how estimated." In describing the system, the size of the section is left optional. It is a question if this should not be made the length of a block. In the Bay State Rate hearing much additional expense over the first cost of the elaborate appraisal was in- curred in so dividing up the figures in order that sections of track which were common to several routes might have allocated the proportion of value properly assignable to each route. Finally in view of the general acceptance and use of the Interstate Commerce Commission classifications of accounts for electric railways it would seem desirable to make the divisions on that basis, and that if the card system is used, Report of Joint Committee on Engineering-Accounting 179 there should be a card or group of cards for every I. C. C. sub-account. These, however, are all minor matters; the Committee has done admirable work, of the utmost value to the Association, and it is" to be sincerely congratulated and thanked. L. P. Crecelius : — I would like to answer Mr. Harte's criticism with regard to the first recommendation of the Committee. The very object of the property ledger is to provide a setting up of the costs of units or sections of the facilities of a corporation, based not only on what it costs to make them, but including all other factors that enter into it as far as the corporation cares to go. There is nothing in the report that prevents setting up any value or ignoring any value, or substituting values, but the report of the Com- mittee as regards overhead charges in interdepartmental expenses and the recommendation as noted was brought about by this situation; that if you call upon one department to execute a piece of work for another department and the first department includes overhead charges, which are credited against the department that has issued the interdepartmental order, we would thus permit credits against the operating and maintenance expense of the other department, including over- head expense, and this is obviously wrong. Harold Bates: — As the time is short I will just say a few words in connection with the points raised by the various gentlemen in this discussion. It has been stated that this system, for the maintenance of a continuous inventory of railway physical property as sub- mitted by your Committee, is too complicated. I think that all depends into how many and how small units you divide the property. Even minute subdivision does not necessarily com- plicate the system further as one unit is treated just the same as any other, but rather it adds to the work necessary to main- tain the inventory. To illustrate this division into units : take for example, power station equipment, some might consider a boiler or an engine a small enough unit, others might take the settings, tubes, grates, valves, drums, etc., of the boiler as units. The reason for the latter finer divisions being that as these are all i8o Engineering Association separately renewable pieces of property they should be listed separately and by adding the value of these parts at any time a more accurate value for the total boiler is obtained. The other view is that a boiler is good for a certain life presup- posing proper maintenance and repairs which would include the renewal of parts, but despite all of this renewal there is a time at which the boiler will be retired. Therefore, determine as closely as possible this age and charge off so much a year (it may be found necessary to vary this amount if conditions develop which affect the estimated age) and the value shown at any one time will very closely approximate the value of the sum of its various parts if they were carried separately. The question is, is the additional cost of multiplying the units, warranted by the greater accuracy of the values in the in- ventory. The advisability and desirability of showing depreciation rates and depreciated values and how they shall be computed has also been referred to. Your Committee did not consider that it was within the scope of the work assigned them to go into the question of figuring depreciation rates. Regarding the desirability of showing depreciation it was found that a number of companies did desire to know and show in some form the depreciation of their property. Therefore, space has been provided in this system for depreciation rates and the maintenance of depreciated values and a corporation may utilize this part of the system or not as their policy dictates. Another point brought up was in reference to the recom- mendation that a separate department be created to handle this work. As this work is more or less joint it seemed well not to ally it with either the engineering or accounting depart- ments. The work of maintaining an inventory is more an engineering matter than an accounting matter. There are no accounting problems in maintaining a ledger, but engineering knowledge or familiarity with the physical property is essential to maintain the values on the ledger. A continuous inventory is in part at least a perpetual ap- praisal of the property and appraising is fundamentally an engineering matter. Because of the fact that the cooperation of all departments Report of Joint Committee 011 Engineering-Accounting 181 is absolutely necessary for the proper handling of this work it seemed desirable to put them all on a par in their relations to the inventory department — not allying the latter with any of them. The question of unit costs has been referred to. No par- ticular consideration was given to provide in this inventory system, for unit costs, but attention was called to the detailed form which when properly filled out for the information of the inventory department will automatically, as it were, give the actual or estimated unit costs of all property purchased, in- stalled, renewed or appraised. Another point I want particularly to bring out is in connec- tion with the accuracy of the costs as shown in the ledger. Referring to the ledger page shown in the report you will note that one column is headed " Cost " with a footnote stating that the cost if not actual should be qualified as estimated. It is of course assumed that on all work effecting changes in the physical property, accurate actual cost figures will be fur- nished by the accounting department on the forms provided, and that the engineering department will show the number and characteristics of the units added, replaced or retired. This applies to all later and present day work, but when we get back to units of property of which the accounting depart- ment have no record of actual cost, an estimate is necessary and while this may not be absolutely accurate it is much better than no record at all. If you glance over the detailed forms you will see they pro- vide spaces, some of which should be filled out by the auditor and these are the cost spaces and other spaces to be filled out by the engineer. This should be done of course when this particular work is completed and all charges in. When some form of work order, or authorization for ex- penditure is used, and I believe this is the case on most rail- ways, all the charges from whatever source connected with any certain work will be charged to these orders or authoriza- tions and classified by accounts. If, as is the case in this system, the actual cost figures are furnished by the auditor by order and account numbers, and the information concerning the units furnished by the engi- Engineering Association neer, so that a further subdivision into units than shown by the auditor accounts may be made if desirable, how can these costs be inaccurate. If the information on the forms fur- nished the inventory department is made to check as it should with the auditor's books the inventory ledger is absolutely not one with more inaccurate than the construction accounts as kept by the accounting department. The only cases in which this inventory will be an appraisal is in connection with items of property the cost of which is not on record, and, in the figuring of present or depreciated values. As far as the system here proposed is concerned nothing could be much more simple than a property ledger, with forms on which the various departments may fill out the information necessary to maintain the inventory as shown on the ledger, together with a card index system for ready reference to any entry or the detail forms substantiating that entry. President Lindall : — Gentlemen, a motion to accept the report with any reference you wish to make as to the work of the Committee is now in order. H. H. Adams : — I move that the report of the Joint Com- mittee on Engineering-Accounting be accepted and that the thanks of the Association be tendered them for their excellent work. (The motion was seconded by Martin Schreiber.) President Lindall : — Does that include the recommenda- tion that the Committee be continued? Martin Schreiber: — I amend the motion, if it does not, to read that the Committee be continued. (The motion was put to a vote and carried.) President Lindall : — We have one more item, the Report of the Committee on Life of Railway Physical Prop- erty, which will be presented by Mr. Martin Schreiber. REPORT OF COMMITTEE ON LIFE OF RAILWAY PHYSICAL PROPERTY To The American Electric Railway Accountants and Engineering Associations: Gentlemen. — The Committee on Life of Railway Physical Property outlined in a previous report its aim to bring down to date the bibliography which it had previously prepared and which was printed Report of Committee on Railway Physical Property 183 in the proceedings of the Associations. Learning, however, that the Committee on Valuation of the American Association was, this year, preparing, as part of its work, to gather and send to members biblio- graphical data, this Committee felt that independent effort along these lines would be mere duplication. It has, therefore, cooperated with the Committee of the parent Association in preparing a bibliography entitled " Valuation of Public Utilities." Two thousand of these bibliographies have already been printed and distributed, not only to members of the American Electric Railway Association but also to many other technical organizations and libraries in the United States. The type of the bibliography will be retained until suggestions or criticisms have been made regarding the present edition. Then, if necessary, a new edition of the Bibliography on Valuation of Public Utilities will be distributed to the members of our Associations. This Committee has, in its earlier reports, considered the various phases of the subject committed to it and discussed them at length. To these discussions the Committee has nothing to add except to refer anyone who may be interested to the reports of 1912 and 1913. It might be urged that an attempt be made to secure life experiences from Association members. This the Committee in its early history conscientiously attempted to do without success for reasons which it has reported. There is no reason to believe that greater success would attend present day efforts or that any real value would attach to any data so collected. In view of the appointment of the Committee on Valuation of the parent Association whose work includes in a considerable degree the subjects encompassed in the work of this - Committee, it may well be considered whether the continuation of this Committee does not constitute a duplication of work. We suggest, therefore, that the action of the joint meeting of the Associations upon this report include a reference to the respective Executive Committee of the Accountant and Engineering Association of the question whether the Committee should now be discharged. If the decision is to continue this Com- mittee, we suggest that the scope of its work be defined so it will not duplicate work assigned to the Committee on Valuation. Respectfully submitted, A. R. Patterson, W. H. Forse, Jr., J. H. Hanna, C. F. Bancroft, R. N. Wallis, Co-chairman, Martin Schreiber, Co-chairman, Committee on Life of Railway Physical Property. Engineering Association President Lindall : — Gentlemen, the time does not per- mit of discussion of this report. If there is no objection the report will be accepted. If there is no objection the sugges- tions of the Committee that have reference to the continuance of the work or discontinuance will be referred to the Execu- tive Committee. H. H. Adams: — Mr. Chairman, I assume that will also carry with it an expression of our appreciation of the work that they have done? President Lindall : — It is so understood. President Lindall: — A motion to adjourn will be in order. Martin Schreiber: — I move we adjourn. (The motion was duly seconded, stated and carried.) TUESDAY SESSION. October 10, 1916. Joint Session with Transportation and Traffic Association President Lindall of the Engineering Association called the meeting to order at 4:40 p. m. President Lindall : — The first business to be taken up is the Report of the Committee on Block Signals, which will be presented by Mr. J. M. Waldron. REPORT OF THE JOINT COMMITTEE ON BLOCK SIGNALS FOR ELECTRIC RAILWAYS To the American Electric Railway Engineering and the American Electric Railway Transportation and Traffic Associations : Gentlemen. — Your Committee was instructed by the Executive Committee of the Engineering Association to consider and report on the following subjects: 1. Review of Association's existing Standards and Recommenda- tions. 2. Consideration of Standardization Rules of A. I. E. E. (July 1, 1915 edition) insofar as they apply to the work of this Com- mittee. 3. Digest of Block Signal Laws and Rulings (this to cover the period from June 1, 1914, to June 1, 1916.) 4. Bibliography of Block Signal Installations from June 1, 1915 to June 1, 1916, following the same plan as started by the 1915 Committee. 5. Designs of additional Block Signal Apparatus looking to its adoption. 6. Clearance Diagram for Semaphore Signals. (As the Com- mittee did not consider this subject jointly with the Committees on Heavy Electric Traction and Power Distribution, the 1915 Committee on Standards referred it back for further considera- tion so there would be no conflict with the existing Recommenda- tions.) 7. Block Signal Rules. Continuation of the subject .as considered by the 1915 Committee. 8. Study of Block Signal Operation, covering maintenance cost, efficiency of operation and effect on traffic. This subject includes Definition of Signal Failure. 9. Highway Crossing Protection, including Aspects for High- way Crossing Signals that can be adopted by the Association. [185] 1 86 Engineering Association 10. Light Signals for Interurban Railways. (Should be given further consideration with a view to the adoption of definite sizes of lenses.) 11. Consider Tests for Contactor Type of Recording Signals. 12. Consideration of Tentative Code of Safety Rules as prepared by the United States Bureau of Standards insofar as it applies to the work of this Committee. The following subjects were assigned by the Executive Committee of the Transportation and Traffic Association for investigation by the Joint Committee. 13. Coordinate past work of the Committee on Block Signals. 14. Bring up-to-date Recommendations for the Committee on Standards. 15. Study methods of Highway Crossing Protection. 16. Study methods of Drawbridge Protection. 17. Develop Form of Contract for Signal Installation. 18. Study operating without Dispatchers. MEETINGS Your Committee has held three meetings during the current year, and several meetings of the sub-committees. The first meeting con- vened at the offices of the Public Service Railway Co., in Newark, N. J., on Dec. 17, 1915, at which were present; J. M. Waldron, Chair- man, J. W. Brown, Co-Chairman and Messrs. G. K. Jeffries, J. B. Stewart, G. N. Brown, J. J. Doyle, F. W. Coen. Representatives of the different signal manufacturers were also present as follows : H. W. Griffin, Union Switch and Signal Company, S. M. Day, General Rail- way Signal Company, H. H. Norris of the Electric Railway Journal was also present. At this meeting the assigned subjects were discussed and the follow- ing sub-committees appointed for investigation and report, the first one named, in each case, being the Chairman : Subjects No. 1 and 14. Messrs. John Leisenring, and F. W. Coen. Subject No. 2. Mr. G. N. Brown. Subject No. 3. Mr. J. J. Doyle. Subject No. 4. Mr. H. H. Norris. Subject No. 5. Messrs. G. N. Brown, J. M. Waldron, H. W. Griffin and S. M. Day. Subject No. 6. Messrs. John Leisenring and G. N. Brown. Subject No. 7. Messrs J. M. Waldron, G. K. Jeffries, F. W. Coen, J. J. Doyle and J. B. Stewart. A Special Subcommittee was also appointed consisting of Messrs. J. W. Brown, and F. W. Coen, to confer with the President of the Ameri- can Electric Railway Transportation and Traffic Association on the matter of cooperation with American Railway Association, on the question of considering jointly, Block Signal Rules. Report of Joint Committee on Block Signals 187 Subject No. 8. Messrs G. N. Brown, J. W. Brown and G. K. Jeffries. Subjects No. 9, 15 and 16. Messrs. John Leisenring, G. K. Jeffries, F. W. Coen, S. M. Day and H. W. Griffin. Subject No. 10. Messrs. John Leisenring, G. K. Jeffries, J. B. Stewart, S. M. Day and H. W. Griffin Subject No. 11. Messrs. J. B. Stewart, R. V. Collins, C. P. Nachod, A. H. Stadelman and W. M. Chapman. Subject No. 12. Mr. G. N. Brown. Subject No. 13. Mr. H. H. Norris. Subject No. 17. Messrs. H. W. Griffin, J. Leisenring, G. N. Brown and S. M. Day. Subject No. 18. Messrs. J. W. Brown, F. W. Coen, J. J.. Doyle, G. K. Jeffries, S M. Day and H. W. Griffin. The second meeting of your Joint Committee was held at the Hol- lenden Hotel in Cleveland, Ohio, on Feburary 1 and 2, 1916, at which were present, J. M. Waldron, Chairman and Messrs. G. N. Brown, J. J. Doyle, John Leisenring, J. B. Stewart, members as well as the following representatives of signal manufacturers, S. M. Day, of the General Railway Signal Company and H. W. Griffin of the Union Switch and Signal Company. The third meeting was held at the Statler Hotel, Buffalo N. Y., on June 15, 1916, at which were present J. M. Waldron, Chairman, and Messrs. G. N. Brown, J. W. Brown, R. V. Collins, G. K. Jeffries, mem- bers. S. M. Day of the General Railway Signal Company and H. W. Griffin of the Union Switch and Signal Company were also present. REVIEW OF EXISTING STANDARDS AND RECOMMENDATIONS Your Committee has reviewed all of the existing Standards and Recommendations in the Engineering Manual originating with this Committee in previous years and makes the following comments and recommendations : Standard Practice — Use of Semaphore Signals (Engineering Manual Ss 2a) No change in this standard is suggested. For the information of the Committee on Standards, however, I might say that in the new American Railway Association code, refer- ence to any particular quadrant is omitted and if it is desired to make our standards conform verbatim, the words, " upper left hand ", in the second line should be omitted. However, your Committee does not, at the present time, wish to recommend the change in our existing Standard unless it be made solely from the standpoint of a desire to conform strictly to the revised American Railway Association recommendations. Engineering Association Standard Practice — Fundamental Indications in Signaling {Engineering Manual Ss 3a) No change is recommended in this Standard at the present time. Standard Light Aspects in Three Position Signaling, Employing Signals Operated by Contactor {Engineering Manual Ss 5b) Your Committee has considered in detail and received instructions from the full committee that, while no changes were recommended at this time, it was suggested that a brief description be included in our report of the new scheme developed by one of the companies en- gaged in the manufacture of contactor signals, whereby the standard aspects for light signals could be applied to contactor signals. This matter was considered and the report received, from the above men- tioned signal company, studied. There were several points where it appeared to your Committee that the standard aspects were not com- plied with and the description furnished has been returned to the signal company with a request for more information. The description will not therefore be included in this year's report. Standard Light Aspects for Car Spacing Signals Operated by Contactors {Engineering Manual Ss 6a) Xo changes are recommended in these aspects or in the wording of the Standard at this time. Standard — Use of Continuous Track Circuit for the Control of Automatic Signals for High Speed Interurban Service {Engineering Manual Ss 7b) Your Committee recommends that this Standard be removed from the Engineering Manual. The most important reason being that as worded, this Standard is misleading and does not give the proper information. It is recommended that the following requisites, which have been adopted by both the American Railway Association and the Railway Signal Association be adopted as Standard and be substituted for this abandoned section. This sheet to be entitled : Requisites of Installations for Automatic Block Signal System on High Speed Interurban Railway (Submitted for Adoption as Standard) 1. Signals of prescribed form, the indications given being in not more than three positions, by lights of prescribed color ; or by both. 2. The apparatus so constructed that the failure of any part con- trolling the operation of a signal will cause it to display its most restrictive indication. Report of Joint Committee on Block Signals 189 3. Signals located preferably over or upon the right and adjoining the *iack to which they refer. 4. Semaphore arms that govern, displayed to the left of the signal mast as seen from an approaching train. 5. Continuous track circuits. 6. Signal connections and operating mechanism so arranged that a home block signal will display the stop indication as provided in the Standard Aspects {Engineering Manual Ss 4a), after the front of a train shall have passed it. 7. Switches, in the main track, so connected with the block signals that the home block signal, in the direction of approaching trains, will display the stop indication provided in the Standard Aspects (Engineering Manual Ss 4a) when the switch is not set for the main track. adjuncts : The following may be used : (a) Distant block signals connected with corresponding home block signals. (b) Take siding indicators. (c) Switch indicators for main track switches. (d) Automatic and train order signals interconnected. Miscellaneous Methods and Practices — Methods of Signaling Single Track Suburban Railway for Headway Between 5 and 20 Minutes and Speed not Exceeding 20 Miles Per Hour. (Engineering Manual Ss 8a) Methods of Signaling Double Track Suburban Railways for Headway Between i and iO' Minutes and Speed not Exceeding 30 Miles per Hour. (Engineering Manual Ss 9a) Methods of Signaling Single Track Interurban Railways for Headway not Less than i Hour and Speed 40 to 60 Miles per Hour. (Engineering Manual Ss 10a) Methods of Signaling Single Track Interurban Railways for Headway as Frequent as 15 Minutes with Trains in Several Sections and Speed 40 to 60 Miles per Hour. (Engineering Manual Ss 11a) Methods of Signaling Double Track Interurban Railways for Headway as Frequent as 5 Minutes and Speed 40 to 60 Milfs per Hour. (Engineering Manual Ss 12a) 190 Engineering A s'sociation Standard — Aspects in Three-Position Signaling {Engineering Manual Ss 4a) No changes are recommended in these sections but it is suggested that next year's Committee on Block Signals be instructed to investi- gate this general subject and report on any new methods that have been developed since these were reported and adopted by the Asso- ciation, such recommendations to be printed as additional information for the Association. Miscellaneous Methods and Practices — Aspects for Two Position Signaling {Engineering Manual Ss ia) During the early work of the subcommittee having this matter in charge it was thought that the Standard Aspects of the Association should be revised in order to conform with the newly adopted aspects of the American Railway Association, but after studying these carefully and after corresponding with members of the committee of the American Railway Association, who redrafted the Standard Aspects recently adopted by that Association, it was found that there was a considerable amount of criticism of the new aspects even by members of the committee who served on this work. This criticism has been voiced in articles published in the engineering magazines and in view of this fact it was felt that, until satisfactory explanation had been given to the criticism reported, our Association should not undertake to revise their existing standards in order to meet a revised standard of another association, which was not entirely satisfactory and which would possibly be changed during the ensuing year. Your Committee, therefore, recommends that, for the present, no change be made in our existing Standard Aspects but that next year's Committee be instructed to consider this matter further. CONSIDERATION OF STANDARDIZATION RULES OF A. I. E. E. The A. I. E. E. rules relating to electrical apparatus used in signal work have been considered. There is some criticism on the section relating to transformers. As this section is being revised by a Committee of the A. I. E. E. your Sub-committee recommends that in view of the proposed revision, that this subject be carried along by next year's Committee and that rules be made up to cover special apparatus, wire, etc., not covered by the A. I. E. E. rules. These should be based on the standard then existing for similar apparatus as given in the Railway Signal Associa- tion's Manual, the Standardization Rules of the A. I. E. E. and the requirements of this Association. DIGEST OF BLOCK SIGNAL LAWS This subject has received consideration from the Committee for several years and references to the work accomplished heretofore, is Report of Joint Committee on Block Signals 191 given as a matter of record. In 191 1 the Committee prepared a digest of Federal and State laws compelling the installation of block signals on electric railways or conferring the necessary authority upon the various State Commissions to require electric railways to install block signals. This digest also included rulings made by the different com- missions on this subject (See 191 1 Proceedings, Engineering Asso- ciation, pages 193-199; Transportation and Traffic Association, pages 226-232.) In 1912 the Committee made a study to determine what states had laws and rulings upon the general subject of block signals. (See 1912 Proceedings, Engineering Association, pages 202-204; Transportation and Traffic Association, pages 110-112.) In 1913 the Committee made a further study of State laws on Block signals and safety devices as well as different rulings by the various State railroads and public utility commissions on all safety devices pertaining to railroad operation. (See 1913 Proceedings, Engineering Association, pages 201-205 ; Transportation and Traffic Association, pages 188-192.) In 1914 the Committee again considered this subject and submitted a Summary of Replies received from the various State Commissions. (See 1914 Proceedings, Engineering Association, pages 167-172; Trans- portation and Traffic Association, pages 193-198.) Your Committee was unable last year to make a complete study of this subject and recommended that it be considered further by the ensu- ing Committee, to cover any laws and rulings made during the period June 1, 1914 to June 1, 1916. Your Committee during the current year, through the subcommittee handling this subject, has endeavored to obtain from the Interstate Commerce Commission and the various State railroad and public utility Commissions, such information as would be of interest on the subject of " Block Signals and Safety Devices." Aside from the " Tabulation of Statistics pertaining to Block Signals, Interlocking Plants and Tele- graph and Telephone for transmission of Train Orders as used on the Railroads of the United States," issued by the Interstate Com- merce Commission on June 1, 1914, and compiled from reports made by the various carriers in response to its order of September 15, 1913, not much has happened as no general law has been passed or rulings of importance issued by any of the various State commissions. The following are briefs of the replies received from the different com- missions and do not vary to any great extent from the information previously furnished by the Committee. It is quite evident that there has been no legislation of importance enacted during the current year and whatever orders have been issued, bear on specific cases, showing that the commissions do not act upon such matters upon their own initiative, but make their rulings from evidence obtained at public hearings of complaints. 192 Eng in c ering Association Summary of Replies Alabama : There have been no laws passed effecting block signals and safety devices since June 1914. Arizona : No laws or rulings have been enacted by the Corporation Com- mission for this State. Arkansas : No reply was received from the Railroad Commission of Arkansas. Colorado : The only orders issued by the Public Utilities Commission for this State cover cases bearing their Nos. 44-47-56 and 76. Connecticut : No reply was received from the Public Utility Commission for this State. California : No reply was received from the Public Utility Commission for this State. Florida : The Railroad Commission of this State advise that no law or order has been enacted governing the subject matter. Georgia : The Railroad Commission of Georgia has not enacted any law or order governing the subject matter. Illinois : The State Public Utility Commission of Illinois advise as follows: " This Commission has no rules governing the use of block signals. We have rules covering the construction, operation and maintenance of interlocking devices, rules governing clearances, and rules governing wire crossings. With respect to clearance rules and wire crossing rules, it is the expectation that changes will be made in these rules shortly. Indiana : The Public Service Commission of Indiana reply that there has been no additional legislation upon the subject of block signals in the State of Indiana since June 1914. Iowa : A Board of Railroad Commissioners for this State advise that there has been no new legislation bearing upon the subject of block signals and safety devices in that State since June 1914. Report of Joint Committee on Block Signals 103 Kansas : No reply was received from The Kansas Public Utilities Commission. Kentucky : The Railroad Commission for this State advise that no laws have been passed by the Legislature or rulings have been effected since June 1914, relative to block signals and safety devices governing city or interurban or steam railroads. Louisiana : The Railroad Commission of Louisiana furnished a copy of their annual report for the year of 1915 but after carefully perusing same no order has been passed governing the subject. Maryland : The Public Service Commission of this State have enacted no laws or orders to govern the subject matter. Maine : The Public Utility Commission, State of Maine, advises that no laws or orders have been enacted covering the subject of block signal and safety devices for steam or electric railroads. Mississippi : The Mississippi Railroad Commission advises that no laws or orders have been enacted covering the subject of block signal and safety devices for steam or electric railroads. Montana : The Railroad and Public Service Commissioners of this State advise that no laws or orders have been enacted covering the subject of block signal and safety devices for steam or electric railroads. Massachusetts : The Public Service Commission of this State advise that no addi- tional laws or rules have been enacted since June 12, 191 4. Missouri : The Public Service Commission of Missouri has only issued Gen- eral Order No. 10, rules governing the Construction, Maintenance and Operation of Interlocking Plants. Michigan : No reply was received from The Michigan Railroad Commission. Nebraska : The Nebraska Railway Commission advise that no laws have been passed or orders issued and the situation in this State is unchanged since June 1914. 7 194 Engineering Association Nevada : The Railroad Commission of Nevada advises that no laws or orders have been enacted governing the subject matter, other than that shown in report of 1914. New Hampshire : The Public Service Commission of this State advises that no laws or orders have been enacted governing the subject matter other than that shown in report of 1914. New Jersey : No reply was received from the Board of Public Utility Com- missioners for this State. New York (First District) : The Public Service Commission for the First District of New York have sent a copy of their final order in case No. 1 441; which requires installation of block signals on all' single track lines in the State of New York, within their jurisdiction. New York (Second District) : Public Service Commission for Second District of New York advise as follows : " There have been no laws or rulings of this Commission on either of these subjects. The Commission generally handles indi- vidual cases separately and makes recommendations with respect to these." North Carolina : The Corporation Commission of this State advises that no laws or orders have been enacted governing the subject matter, other than that shown in report of 1914. North Dakota : The Board of Railroad Commissioners advise that no laws or orders have been enacted governing the subject matter, other than that shown in report of 1914. Ohio : The Public Utilities Commission of this State advise that no laws, rules or orders have been enacted governing the subject matter. Oklahoma : The Corporation Commission of Oklahoma advises that no laws, rules or orders have been enacted governing the subject matte'r. Oregon : The Public Service Commission of Oregon advises that no laws, rules or orders have been enacted governing the subject matter. Report of Joint Committee on Block Signals 195 Pennsylvania: The Public Service Commission of this State has not passed any rule or order, nor is there any law in this State bearing on block signals or safety devices. Rhode Island : The. Public Utilities Commission of Rhode Island has not passed an)- rule or order, nor is there any law in this State bearing on block signals or safety devices. South Dakota : The Board of Railroad Commissioners of this State advise that no rule, order or law is effective governing the subject. South Carolina : The Railroad Commission of South Carolina advise that no law, order or rule has been enacted in this State governing block signals and safety devices. Tennessee : The Railroad Commission of Tennessee advises that no law, order or rule has been enacted in this state governing block signals and safety devices. Texas : No reply was received from the Railroad Commission of Texas. Virginia : No law, rule or order has been enacted in this state governing the subject matter. Vermont : No reply was received from The Public Service Commission of this State. Wisconsin : Railroad Commission of Wisconsin advise, " that there have been no changes in rulings or laws affecting the signaling of interurban railways or steam railroads in Wisconsin since June, 1914." Washington : The Public Service Commission of Washington advise : " That there has been no legislation in this state which has become effective since the first of June, 1914, relating to the subject mentioned, neither has the commission promulgated any rule or made any rulings involving the subject matter specified since that date." Interstate Commerce Commission: This Commission advises that the only order issued since 1914 is an amendment to their law governing safety appliances, which places the inspection of steam locomotive boilers under their supervision. 196 Engineering Association BIBLIOGRAPHY OF BLOCK SIGNALS The 1913 Committee with the aid of Mr. A. D. Cloud of The Signal Engineer, prepared a comprehensive bibliography (see 1913 Proceed- ings, Engineering Association, pages 277-298; Transportation and Traffic Association, pages 244-265) on the subject of block signals and in 1914 the Committee, with the co-operation of Mr. L. E. Gould of the Electric Railway Journal, prepared a supplement which appeared as Appendix B of the report, bringing the previous bibliography up to date of June 1, 1914. (See 1914 Proceedings, Engineering Associa- tion, pages 206-211; Transportation and Traffic Association, pages 232-237.) The 1915 Committee through the courtesy of Mr. H. H. Norris of the Electric Railway Journal again presented a comprehensive supple- ment to this bibliography covering not only Block Signals but High- way Crossing Signals as well. (See 1915 Proceedings, Engineering Association, pages 145-146 and 201-205 ; Transportation and Traffic Association, pages 86-87 and 141-145.) This year, again through the courtesy of Mr. H. H. Norris, your Committee has been able to present a comprehensive supplement to the bibliography covering articles published in the period from June 1, 1915 to June 1, 1916, following the same plan as was started by the 1915 Committee. This addition to the bibliography will be found as Appendix A of this report together with a short summary of signal installations subsequent to the J915 report. DESIGN OF BLOCK SIGNAL APPARATUS The question of submitting designs for Signal Apparatus was given consideration for the first time in 1914 when a design for a semaphore spectacle for a left-hand upper quadrant 90 degree semaphore, having 6 in. openings and dVz in. lenses for three-position semaphore signals, and for a 3 ft. 6 in. pointed blade was prepared and recommended for adoption. (See 1914 Proceedings, Engineering Association, page 173; Transportation and Traffic Association, page 199.) The 1915 Committee after conferring with the Railway Signal Association on the subject of Design of Signal Apparatus with the view of adopting such of the designs of that Association as would be applicable to Electric Railways, found that the designs of the Railway Signal Association would not in all cases fit electric railway operation and therefore modified these designs so as to make them applicable to electric railway service and submitted for adoption as Standard a Design of Semaphore Signal with details of each part shown separately. (See 1915 Proceedings, Engineering Association, pages 146-155: Transportation and Traffic Association, pages 87-96.) Your Committee this year, through a Subcommittee consisting of Messrs. G. N. Brown and J. M. Waldron, assisted by H. W. Griffin and S. M. Day, respectfully submit the following report: Report of Joint Committee on Block Signals 197 In order to facilitate the work of any of the member companies, who desire to obtain detailed information in regard to the design and method of installation of special mechanical parts, used in conjunction with signal apparatus, reference is here given to plates, as they appear in the third edition of the Railway Signal Association's Manual, approved January 10, 1916. R. S. A. Mechanical Interlocking Plate Number Channel pins 1086 Crank Adjusting and assembly 1361 Bracket fittings for pipe bracket post 1024, 1025 Guide clamps, bracket and caps 1020 Guide clamps for vertical connection 1021 . Guide supports and caps 1022 Guides for vertical connections on signals 1023 Insulation One-inch pipe line 1094 Switch rod 1055 Leadouts Machine — wall-type, two lever 1397 Pipe Insulation 1094 Screw Jaw 1360 Signal One-arm mechanical, ground 1043 Two-arm mechanical, ground 1044 Three-arm mechanical, ground 1045 Vertical connections, guides for 1021, 1023 Wall — machine, two lever 1397 Trunking Built up trunking 1177 Terminal box and bootleg 1154 Bootleg terminal 1157 Grooved trunking 1176 Junction box 1155 Type to be used when wires are placed underground in petroleum asphaltum 11 56 This Subcommittee made a study of number plates for signals as are used by a number of the member companies. From a request sent out for information in regard to this subject, fifteen (15) replies were received. A drawing is here shown of a number plate showing size of figures, arrangement of figures on plate, location of plate on signal mast, etc. 198 Engineering Association From the fifteen desriptions of number plates received, this plate was prepared, so as to show the practice of the majority of the companies, from whom replies were received. It is hereby recommended that block figures, arranged horizontally, be adopted as Standard for number plates and that as far as possible the size of figures, plate and method of attachment to mast, as shown in Fig. i be followed out. Fig. i. Signal Number Plate for Use on Electric I nterurban Roads In view of the fact that the subject of signal foundations has never been previously taken up by this Committee, your Subcommittee deemed it advisable, at this time, to consider this subject, and has had prepared drawings showing foundation for switch indicator (Fig. 2), top post (Fig. 3) and bottom post mechanism (Fig. 4) signal mast, which are recommended for adoption as Standard. Report of Joint Committee on Block Signals TRUNKING TO BE SET IN CONCRETE FLUSH WITH TOP OP FOUNDATION Li T NOTE : USE RSA. | CONCRETE MIX TURe! I- 3-6 note;: bottom of foundation to be not less than t hree 03) f t below ground line when in solid ground. Fig. 2. Concrete Foundation for Switch Indicator. 200 Engine e ring Assoc ia Hon i A t-3-c 7*- T TRUNKING TO BE SET IN CONCRETE FLUSH WITH TOP OF FOUNDATION -Am L NOTE:- BOTTOM OF FOUNDATION TO BE NOT LESS THAN FOUR C4) FT BELOW GROUND LINE WHEN IN SOLID GROUND. Fig. 3. Concrete Foundation for Electric Semaphore Signals with Top Post Mechanism. Report of Joint Committee on Block Signals 201 Fig. 4. Concrete Foundation for Electric Semaphore Signals with Bottom Post Mechanism. 202 Engineering Association CLEARANCE DIAGRAM FOR SEMAPHORE SIGNALS * Your Committee in 1914 submitted a signal clearance diagram show- ing location of signal masts and semaphores with reference to trolley poles, etc., for use on electric roads for adoption as Standard. (See 1914 Proceedings, Engineering Association, page 173; Transportation and Traffic xA.ssociation, page 199.) On the floor of the Convention it was brought out that this diagram did not conform to the clearances as required by the Recommended Specification for 600-Volt Direct Current Overhead Trolley Construction and as a result this subject was referred back to the Committee with instructions to cooperate with the Committees on Power Distribution and Heavy Electric' Trac- tion in order that the various standards proposed may be in harmony. (See 1914 Proceedings, Engineering Association, page 242; Transporta- tion and Traffic Association, page 268.) In 1915 after conference with the Committee on Power Distribution a new clearance diagram was prepared and submitted for adoption as Standard. (See 1915 Proceedings, Engineering Association, pages 156- 158; Transportation and Traffic Association, pages 97-99.) Due to the fact that the approval of the Committee on Heavy Electric Traction was not received the subject was referred back to the ensuing Com- mittee. (1915 Proceedings, Engineering Association, page 224; Trans- portation and Traffic Association, page 164.) As last year's Committee did not obtain the approval of the Com- mittee on Heavy Electric Traction and the Committee on Power Distribution to the Clearance Diagram before it was submitted in the final report of the Committee on Block Signals, this subject was referred back to the 1916 Committee for further consideration. In order to prevent any conflict with existing Standards and Recom- mendations, it was thought best to obtain the approval of other committees concerned, which has been done. Your subcommittee has prepared two Clearance Diagrams which are submitted for adoption as Standard. One Clearance Diagram is to cover all cases where steam road equipment is operated over electric lines and trainmen are not allowed to climb up the side of or ride on top of cars. On this drawing (Fig. 5) are shown two notes; one stating: Minimum distance five (5) inches on poles within three hundred (300) feet in advance of signal where minimum height of signal blade and minimum pole clearance at top of rail are used. This requires nine (9) inch rake in twenty-four (24) feet instead of six (6) inch rake. And the other ; When signal is located on the inside of curve increase, light signal side clearance four (4) inches for each inch super-elevation Approved by both the Committee on Standards and the 1916 Convention. Report of Joint Committee on Block Signals 203 «- Clearance Line. - Continuous Obsrrucfn" Clearance Line -Pantograph •■ Note:WifhMinimumDistance of7'frorn center of Track to Face of Pole at Top of Rail, 3'6"5iqnal Blade cannot be Used with Pan,' \ \ .1 -Max/mum Car 'ote:Minimum Distance 3"onPo/es within 300' 'in advance of J/gnal where Minimum Height of Signal BJode and Mnimun Pbie Clearance at Top of Pa// are LVsed. Th/5 Requires 9" Rake Jn 24' instead of 6" Rake. Note. When Signal is located on Inside of Curve increase Light Signal S/ae c/earance four Ciiincnes for each inch 5upenetevation and one ID inch for cash Zteg. Curvature. ^ Increase Minimum Distance mwface% of Car to Base of Pole extended d) " Inch for each Inch 5upe/ ■ elevation and onelDJhch for each Deg. Curvature IfPantagraph is used Increase Minimum Distance from Center of Track fo Face of Pale at Top of inside Rail five (5) Inches for each Incfi Superelevation of outer Rail. r ^-Min.2'0- -Min.7'0- Fig. 5. Standard Clearance Diagram for Semaphore Signal on Electric Roads Where Steam Road Equipment is Operated, But Where Trainmen are Not Allowed to Climb Up Side or Ride on Top of Cars. 204 En gin cerin g Associatio n -C/earance l/ne '■ Con/Znuous Oixstrucf/or>*- -C/earance \L/ne Pantographs— Fig. 6. Standard Clearance Diagram for Semaphore Signal on Electric Roads Where Steam Road Equipment is Operated and Where Trainmen are Allowed to Climb Up Side or Ride on Top ok Cars. Report of Joint Committee on Block Signals 205 and (1) for each degree curvature. Increase minimum distance from face of car to base of pole extend three-fourths (M) inch for each inch super-elevation and one (1) inch for each degree curvature. If pantagraph is used increase minimum distance from center of track to face of pole at top of inside rail live (5) inches for each inch super-elevation of outer rail. The first note is intended to emphasize the importance of having the illuminated roundel out towards the track from the pole line a certain minimum prescribed distance, namely five (5) inches. The second note has been added to take care of the placing of a signal on the inside of a curve. It should be borne in mind that this diagram is correct for tangent track but should a signal be placed on the inside of a curve the super-elevation of the outer rail and curvature would so change the position of the car that insufficient clearance would be allowed. The other Clearance Diagram (Fig. 6) which has been prepared shows where the signal should be placed, whether semaphore or light, when steam road equipment is operated over lines where permission is given trainmen to climb up the side of or ride on top of cars. BLOCK SIGNAL RULES The subject of Block Signal Rules first received consideration in 1913 by a subcommittee of the Committee on Block Signals for Electric Railways in conjunction with a subcommittee of the Committee on Interurban Rules. This joint subcommittee drafted a set of Auto- matic Block Signal and Interlocking Rules supplementary to the Standard Code of Interurban Rules which was presented at the .1913 Convention and there approved. (See 1913 Proceedings, Engineering Association, pages 2^7-276; Transportation and Traffic Association, pages 1 15-138.) In 1914 your Committee again cooperated with the Committee on Rules of the Transportation and Traffic Association in the considera- tion of a set of Contractor Signal Rules (1914 Proceedings, Engineer- ing Association, page 173 ; Transportation and Traffic Association, page 199). The 1915 Committee appointed a subcommittee to confer with the Committee on Rules and together a complete code of signal rules, covering all types was submitted to the Convention as a progress report, and merely as a guide to member companies where the need existed for a code of rules of this character. Concerning the joint consideration of Block Signals Rules, by Committees of the A. E. R. A. and the A. R. A., the 191 5 Committee reported as follows : The whole question of signal procedure is undergoing change at this time due to the development of the art. At present a Committee 206 E ngin eering Assoc ia Hon of Signal Engineers is working on a new signal rules code to present to the A. R. A. for their consideration. This Committee is working especially to define precisely the several words and phrases used in definitions and rules, so that uniformity of terminology may be had ; at the present time in signal work this is of utmost importance. It would be very desirable if it could be arranged to have a joint committee between the two Associations on this subject, or at least an accredited representative of the A. E. R. A. on the Committee of the A. R. A. when the signal rules are revised, and your Committee recommends this matter be taken up at once. (See 1915 Proceedings, Engineering Association, pages 158-179; Transportation and Traffic Association, pages 99-119.) In recognition of the Block Signal Committee's recommendations, the Executive Committee of the American Electric Railway Associa- tion appointed Mr. J. Lindall, President of the Engineering Association, and Mr. H. A. Nicholl, President of the Transportation and Traffic Association, as a special committee to confer with the American Rail- way Association, to the end that joint consideration might be given to the subject of signal rules. However, up to the present time, no opportunity has been afforded for mutual consideration of the subject. STUDY OF BLOCK SIGNAL OPERATION In 1915 a Data Sheet was sent out by the Secretary to a selected list of companies with a view to obtaining information along the lines suggested for investigation. Your Committee contemplated mak- ing a study of maintenance cost, efficiency of operation, and effect on traffic of signal installations, for both track circuit, and trolley contact signals, but the data received in regard to the latter was so meager that it could not be considered. However, the replies to track circuit signaling were much more complete and a summary of the data together with the Data Sheet was presented in Appendix B of the report. (See 1915 Proceedings, Engineering Association, pages 180-181 ; Transportation and Traffic, pages 120-121.) This study of signal systems emphasized to your Committee the lack of uniformity among different companies in the way in which signal operating data is reported. A Signal Report Form was then drafted, and sent out with a request that it be used in keeping signal performance records. A gratifying number of responses have been made to requests by your Committee for the data thus obtained. Unfortunately, however, considerable differences in the interpretation of the Signal Report Form occurred, and as a result the data furnished has not been suf- ficiently uniform in many cases to be comparable. Errors in keeping the reports have been taken up with the various companies, and the records for the ensuing year will no doubt be quite valuable. Report of Joint Committee on Block Signals 207 HIGHWAY CROSSING PROTECTION Your Committee last year made a report on the history and laws covering the protection of highway crossings. This report also included information on tests made, attempts made to reduce crossing accidents and protective methods used, together with descriptions of the various types and costs of crossing alarms and gates. This Committee pointed out that the method of protection of high- way crossings was still in the developmental stage and that, therefore, no definite recommendations could be made at that time. It was suggested that in the future development more careful attention be given to the securing of more uniform aspects, which can only be accomplished by a close cooperation between the railroad companies and the manufacturers. (See 1915 Proceedings, Engineering Asso- ciation, pages 181 to 199; Transportation and Traffic Association, pages 121 to 139.) Your Committee this year referring to instructions as to the pro- tection of highway crossings, including aspect for highway crossing signals that can be adopted by the Association ; begs to advise that this matter has been given careful consideration, with the idea of recom- mending an aspect that can be adopted as a Standard. It has how- ever been found that due to rapid delevopment being made in this line that it would be unwise at the present time to make any recom- mendation of this nature, and your Committee has therefore confined itself to collecting information from the various operating companies as to their opinions in this matter, and in addition thereto have obtained expressions from a considerable number of State Railroad and Public Utility Commissions. The subject of railroad crossing protection is being given consid- erable study throughout the country ; the American Railway Associa- tion having a committee at work on this, report having been made by this Committee which will be referred to later. The. joint Committee of the American Railway Engineering Association and the Railway Signal Association also has instructions on this same line, but this committee has not, up to the present time made any report on this subject. A number of the State Automobile Associations have taken this matter up and have worked with representatives of the railroad companies, as well as with the State Organization, and while no final reports have been made that could be obtained by your Committee, several preliminary reports are in the hands of the Committee and will be mentioned at another place in this report. Last year's Committee recommended that the manufacturers of Highway Crossing Signals attempt to work towards an aspect that would be at least similar, in general respects, to those of other com- panies manufacturing this same type of apparatus, and while it is 208 Eng in e ering Associatio n not felt that that recommendation has been given the consideration it deserves, it is a fact however, that a greater number of manu- facturers are now using some form of swinging discs than has been the case heretofore, the partial adoption of this type of signal being- due apparently to the fact that it is one of the few that can be used universally, is arrestive and can be operated with simple controlling- mechanism, and in addition meets with the approval of quite a few of railroad companies and state organizations. . The feeling was not unanimous in your Committee, that the installa- tion of crossing signals was always desirable, and did not by any means offer a cure-all for the troublesome problem of adequate crossing protection. And in an effort therefore to obtain the con- census of opinion from the member companies on this subject, data sheet Xo. 152 was prepared and sent out, and approximately 100 replies were received thereto. Sufficient time should be taken by persons interested in this subject to carefully study the summarized replies received to this data sheet (No. 152) copy of which is shown as Appendix C. It will be noted that the majority of opinions indicate that signals should be so designed as to give a stop indication when they are out of order, something that very few of the present signals do. It will also be noticed that there is a rather divided opinion as to the desirability of depending upon crossing signals for protection, in view of the fact that they are always subject to failure, and a considerable change of feeling over that existing several years will lie noticed in reply to question No. 3, the general tendency being at present towards both the audible and visual indication. In an attempt to obtain information as to the general tendency of state organization and automobile associations to the general subject of Crossing Protection, the following letter was sent out by Secretary Burritt : This Association is collecting- information on the subject of High- way Crossing Signals, and if your Commission has made any investi- gation along this, line, we would greatly appreciate advice from you as to the result. The matter of signals at highway intersections is one of great importance to our electrit lines and to the public, and as the Asso- ciation is engaged upon an investigation of the entire subject, informa- tion from organizations such as yours, embodying results of investiga- tions or other action which may have been taken, will be of material assistance. The opinion of competent bodies on the various classes of highway crossing signals, — visual, audible and illuminative, also as to auxiliary signs located with reference to highway crossings would be greatly appreciated. Thanking you in advance for whatever information you may be able to give us, I am Report of Joint Committee on Block Signals 209 In reply to this letter forty-one replies were received from State and National Railway Associations and Commissions. Twenty-one states indicated that they had made no special study of the question as outlined, while seventeen states and the Railway Commission of Canada replied that orders had been issued by them, some voluntarily without complaint having been made, and others on complaint or after investigating an accident occurring at crossings within their juris- diction. The National Association of Railway Commissioner's of Washington, D. C, stated that that organization had been considering the grade crossing question from various angles for twenty years, and referred the Association to the reports on grade crossings and tres- passing on railroads issued in 1915, they also referred to the Committee of the American Railway Association previously mentioned in this report, composed of seven prominent steam railway officials who were appointed on a special Committee to investigate the subject of "The Prevention of Accidents at Grade Crossings ". The report of this Committee is dated April 17th, 1916, and is Circular No. 1675 of the American Railway Association. The Board of Railway Commissioners of Canada have issued cer- tain specifications as to the location and size of sign boards for railroad crossings also as to the type of bell to be used. They also require that the sign be illuminated so as to be plainly visible after sunset. The Wisconsin Commission states that for crossings largely used by automobiles, they have required recently the installation of a signal equipped with movable visible features both for day and night indications. The Illinois Commission states that they do not think as favorably of the audible signals alone as they once did on account of the increased automobile traffic and judging from the other replies the. general tendency of state officials is towards the combined signal to be installed, more or less generally, as their attention is called to dangerous crossing. It is however apparent that the care- lessness as frequently shown by the automobile driver will not be overlooked by the various commissions 111 handling this subject. This has been made clear in various reports made by engineering- departments of state commissions to the commissioner handling a formal complaint arising from an accident. The Oregon Commission states in their reply that they have requested the Grade Crossing Committee of the National Association of Rail- way Commissioners to prepare standards for aspects and locations of highway crossing signals, and suggest that this Association cooperate with the committees of the American Railway Association and the National Association of Railway Commissioners. New York State has appointed a Committee, to investigate this subject, which has sent out several data sheets on the subject and is working in close alliance with the automobile and state interests. 210 Engineering Association The replies received from about fifty automobile associations with whom this matter was taken up indicate that while no definite action has been taken by these associations, the matter is one of great interest to them and is being given preliminary discussion. Referring to the instructions given to this Committee, we now beg to recommend that the study of the entire problem especially as regarding the adoption of the standard aspect be continued by the incoming committee, and that the above data be simply considered, and accepted by the Association as information. Your Committee also recommends that the following desirable features should be embodied in all types of crossing signals and suggests that with further study the following might be adopted by the Association as a series of requisites of installation for the highway crossing signal. The list as at present suggested is as follows : 1. Any device designed for the protection of the public at rail- way crossings that depends wholly upon the public observation of it to accomplish the end sought, should be conspicuously located and readily visible at a considerable distance from the point of danger. 2. It should appeal to both the sense of sight and of hearing, both by day and by night, to meet defects in these senses of many of those for whose protection it is intended. 3. Its danger warning should be such as to excite, by its contrast with other sounds or objects, an immediate alertness in those not conscious of approaching danger, however much they may be absorbed in the observance of other things at the same time. 4. It should be of simple design capable of continual operation over long periods without attention. 5. It should be free from interference by those maliciously inclined, by the elements, and by extreme temperature changes. 6. It should permit of a material variation in potential of the energy by which it is operated without affecting the reliability of its action or the distinctness of the warning it produces. 7. It should be as reasonable in first cost and in maintenance as the character of the service it is to render, and the variety of conditions it must operate under, will permit of. 8. If electrically operated it should be adopted to be operative by either a.c. or d.c. energy of any potential or frequency that conditions may justify the use of in this service. 9. It should be so arranged that, if thought desirable, indications to the motorman of approaching cars can be given to show if the device is operating properly. 10. It should be so designed that the failure in one part of the signal mechanism will not affect the other forms of indication. Report of Joint Committee on Block Signals 211 LIGHT SIGNALS FOR INTERURBAN RAILWAYS This subject while discussed in a general way in previous reports (see 191 1 Proceedings, Engineering Association, pages 235-237; Trans- portation and Traffic Association, pages 268-270) and in the section concerning signal installations was not considered by itself until 1914, when your Committee in its report outlined briefly the history of light signals as used by electric railways, and also made recommendations for good practice and further recommended that this subject should receive more attention by next year's Committee. (See 1914 Proceed- ings, Engineering Association, page 177; Transportation and Traffic Association, page 203.) In the report of the Signal Committee for last year, a description of the various improvements made on light signals during the preced- ing year was given in considerable detail. The conclusion was drawn however, that the development of this type of signal had not yet reached the point where any definite size of lens could be recom- mended as a standard. (See 1915 Proceedings, Engineering Asso- ciation, pages 179-180; Transportation and Traffic Association, pages 1 19-120.) The Committee this year, was instructed to investigate the subject further, with the idea of recommending to the Association sizes of lenses for light signals that could be adopted as Standard, and have therefore given this matter careful consideration and wish to make the following report : No radical changes have been made since the report of last year's Committee. Particularly is this true as to the size of the lens most commonly used, and their arrangement in the signal case, practically all daylight light signals being now arranged with the two lens com- bination as mentioned in last year's report. Further investigation has been made by both the signal companies and lamp manufacturers, on the subject of lamps for this service, and, at the present time, almost all the lamps used in this type of signal are made with either the semi-concentrated filament or with the very small fully concentrated filament of about % inch in diameter. The common practice at present seems to be to use low voltage lamps with a wattage of from 5 to 25 according to the type of signal and the operating conditions. The use of the small rugged filaments give a much increased life over the regular type tungsten lamp, and it is also usual to reduce the voltage somewhat below that at which the lamp is rated and in this way also reduce lamp renewals consid- erably. A lamp has also been developed that makes unnecessary the use of two lamps behind each lens. This arrangement has been very 212 Engine erin g Assoc iation extensively used on account of the danger of a lamp failure causing trains to be stopped on account of the signal being unlighted. This new lamp is made with a semi-concentrated double filament, one section having a higher resistance than the other and hence tends to burn longer. This minimizes the likelihood of both sections of the filament burning out at the same time and gives a reserve with only one lamp, for when the low resistance filament has burned out the strength of the indication of the signal will be materially affected and on being noticed can be changed before a complete burnout occurs. It should be borne in mind that these numerous varying conditions that have to be met on the different railways where light signals will be used, and that the size of lens is but one of a number of items affecting the indication given. Some of the other features which make it almost impossible to recommend any particular size of lens for any particular speed of train or class of service are : (a) Arrangement and kind of lens employed. (b) Kind of filament, candle power and number of lamps used. (c) Use of, and depth of hood shielding lens from effect of the sun. (d) Use of and size of artificial background. Some of the recent installations using light signals have been made with lenses of lo^i inches diameter, some with &/% inches and some with a 5^8 inch lens. In view of this fact, and that at the present time, the Railway Signal Association is considering the subject of size of lenses for general work, for adoption by that Association, your Committee recom- mends that the matter of adopting a definite size of lens, for use in light signals be withheld pending further investigation and develop- ment. TESTS FOR CONTACTOR TYPE OF RECORDING SIGNALS In accordance with the instructions of the Executive Committee, a series of tests have been formulated, which can be applied by the aver- age user of trolley contact signals to any one of this type of signal which he may desire without the necessity of employing an expert to make the tests. In all types of contactor signals, the signal should have an indica- tion showing that the block is unoccupied. This indication should be so arranged that on failure of power or derangement of the signal, no indication will be given. Signals should be so designed that when a car passes under the con- tactor on entering the block, the signal at the opposite end will display a danger indication, and the signal at the entering end will show proceed. Each following car must also operate the mechanism Report of Joint Committee on Block Signals 213 so that the motorman will have assurance by means of an indication that the car has properly operated the signals. In conducting the tests which are given below, it should be borne in mind that there are two distinct types of trolley contactor signals. The first is known as the non-registering type, in which one car only is protected. The second type is known as the registering type in which a predetermined number of cars will be registered into the block and the same number must be registered out before the signals will return to their normal position. In the tests listed below, those showing (*) are applicable only to the registering type of signal. Tests for contactor signals may be divided into five divisions namely : (a) Test for flexibility of operation. (b) Test for failure of signal due to failure of contactor to operate. (c) Test for failure of signal due to line wire trouble. (1) Grounds (2) Broken wire (3) Foreign current (4) Crossed wires. (d) Test for failure of signal due to trouble on wire between contactor and signal. (1) Broken wire (2) Foreign current. (e) Test for failure due to power off line. Tests for Flexibility of Operation of Signal A-i. With the signals indicating an unoccupied block. Have car enter block from the right hand side of turnout and leave the block on the right hand side of turnout at the opposite end of the block. As car enters the block, it must register in and get a proceed signal at the entering end and display a danger signal at the opposite end of the block. As the car leaves the block, it must register out and cause the signals to return to the normal condition where both signals indicate an unoccu- pied block. A-2. (*) With the signals indicating an unoccupied block. Have car enter the block from the right hand side of turnout and leave the block from the left hand side of the turnout at the same end of the block at which it entered. This test should give the same results as test No. 1. 214 Eng in e erin g Association A-3 (*) With the signals indicating an unoccupied block. Have the car enter the block from the left hand side of turnout and leave the block from the left hand side of the turnout at the opposite end of the block. This test should give the same results as test No. i. A-4. (*) With the signals indicating an unoccupied block. Have the car enter the block from the left hand side of the turnout and leave the block from the right hand side of turnout at the same end of the block. This test should give the same results as test No. 1. A-5. (*) With the signals indicating an unoccupied block, have car enter the block and operate the signals in the usual way. Have a following car ready and have the following car strike the registering contactor at the same instant that the first car is striking the regis- tering out contactor at the opposite end of the block. After this test the entering car must have properly registered in and receive the proceed indication and the leaving car must have properly registered itself out. A-6. With the signals indicating an unoccupied block have two cars enter the block simultaneously past the contactors at opposite ends of the block. After the above test cars will be between the registering in con- tactors and the signals. One car must receive the proceed signal and the other car must receive a danger signal. The car receiving the danger signal must be hacked up under the registering-in contactor and this backing up move- ment must not register the car out of the block which received the proceed indication but must register itself out if it registered in when entering the block. A-7. With the signals indicating an unoccupied block, have a car enter same in the usual way. Then have a car pass the registering-in contactor at the opposite end of the block where the danger signal is showing. Then have the car which overran the registering-in contactor at the end where the danger signal is showing back up under the contactor. (a) As the car enters the block under the registering-in contactor where the danger signal is showing, it must not change the danger sig- nal to a proceed. (b) As this car backs up under the contactor, it must register itself out if it registered itself in but it must not register the car out of the block which was previously and properly registered into the block. Report of Joint Committee on Block Signals 215 A-8 (*) Have the predetermined number of cars enter the block, that is, if the signal will protect 15 cars, have 15 cars enter the block. Now with the 15 cars in the block allow a sixteenth following car to pass the registering-in contactor and then back up under the con- tactor. (a) After the fifteenth car has proceeded into the block, danger indi- cations should be shown at both signals. Whether or not a danger indication shows at the entering signal after the sixteenth car has proceeded into the block, a proceed signal must not be shown to the sixteenth car as it enters under the register- ing-in contactor and as this sixteenth car backs up under the con- tactor, it must not register out any of the cars which previously entered the block. A-9. (*) Have the predetermined number of cars enter the block as in test A-8 and then have a car enter under the registering-in con- tactor at the opposite end of the block from which the other cars entered. Then have this car back up under the contactor. As this last car passes under the contactor in entering, it must not take off the danger signal and it must not receive a proceed signal. As it backs up under the contactor, it must not register out any of the cars which were already in the block. Tests on the Assumption of the Contactor Failing to Operate as the Trolley Wheel Passes Under It B-i. (*) With the signals indicating an unoccupied block, have a car enter the block and receive the usual proceed indication. Then have a following car enter under the registering-in contactor but fail to operate the contactor. The car, of course, will not receive a proceed indication, so back the car up under the contactor allowing the trolley wheel to pass under the contactor in such a way as to operate it. This following car must not register the first car out of the block in making the backing up movement. B-2. With the signals indicating an unoccupied block, have a car enter the block and receive the usual proceed indication. Then have a car pass the registering-in contactor at the opposite end of the block where the danger signal is showing but do not operate the contactor. The car will have to back up and in making the back- ing up movement, have the trolley wheel operate the contactor. This last movement must not register the car out of the block which first entered it. B-3. Tn this test have the cars make the same movement as in test B-2, but have the second car which is approaching the danger signal, operate the contactor as it enters but fail to operate the contactor 210 Engineering Association as it backs up. When the second car passes the contactor on enter- ing the danger signal end, it must not change the danger signal to proceed and must not register the first car out of the block. B-4. With the signals indicating an unoccupied block, have a car enter under the contactor but fail to operate same. Then have a second car enter from the opposite end of the block and operate in the usual way and receive the proceed indication. Then have the first car back up under the contactor and operate it in doing so. When the first car makes this backing up movement it must not register the car out of the block. Tests ox Signals With Grounds on the Main Line Wires C-i. W ith the signals indicating an unoccupied block, put a ground on one of the line wires and then allow a car to enter the block, This must not cause proceeds to show at both ends of the block. Put the signals back to normal indicating an unoccupied block and have a car enter from the other end while the ground is on the same line wire. This must not cause proceeds to show at both ends of the block. Repeat the same experiment putting grounds on each line separately before each car entry and then putting grounds on two lines together before the car enters (using 1000 ohms for each grounded wire.) If there are three line wires then test with three grounded. If there are four line wires then test with all four grounded. In none of these tests must proceed signals be shown at both ends of the block. C-2 With the signals indicating an unoccupied block, have a car enter the block and operate the signal in the usual way. Then with this car in the block, put the ground momentarily on each line wire and then on 2, 3 and 4 line wires together. None of these tests should count the car out of the block. C-3. With the signals indicating an unoccupied block, have a car enter the block and operate the signal in the usual way. Then with this car in the block, put the ground momentarily on each line wire and on the line wires collectively as in test C-i, and with each ground have a car run over the registering-in contactor at the end where the danger signal should be showing and then back the car up under the contactor. In none of these tests must the car which is entering at the danger signal end receive a proceed signal as it enters and in none of these tests must it count the car out which is already in the block, as it backs up under the contactor. Report of Joint Committee on Block Signals 217 C--|. With the signals indicating an unoccupied block, put the grounds on each line wire separately and the line wires collectively as in test C-i and after each ground is established, have two cars enter the block simultaneously from opposite ends of the block and then have them back up under the contactors if neither one receives the proceed and if one receives the proceed have the ether back up under the contactor. As they enter under the contactor, both cars must not receive pro- ceed signals. If one car is backed up under the contactor because the other received the proceed signal, the backing up car must not register the car out of the block which received the proceed. Tests for Broken Line Wires Running Through the Block C-5. (*) With the signals indicating an unoccupied block, have a car register properly into same. Then break one line wire. Now allow a following car to enter the block. If this car receives the proceed signal, it is all right. If it does not receive the proceed signal, then back the car up under the contactor and this backing up movement must not register the car out of the block which was' previously in same. Repeat the car move- ment, breaking each line wire separately before each test and then breaking them first two together, then three and then four together. The signal should be safe after each test. C-6. (*) With the signals indicating an unoccupied block, have a car register properly into same. Then make the same series of tests as C-5, but in this case have the car enter the block under the contactor at the end of the block where the danger signal should be showing and in each case have the car back up under the contactor. As the car enters on these tests, it must not get a proceed signal, as it backs up under the contactor, it must not register the car out of the block which was previously in same. Tests on Signals for Foreign Current on .the Main Line Wires Running Through the Block C-7. With the signals indicating an unoccupied block, have a car properly register into same, then put a feed from the trolley wire (with 1000 ohms in series with it) on , one of the line wires at a time and then on the line wires collectively, with a 1000 Ghm feed for each line wire. None of these feed contacts must register the car out of the block. C-8. With signals indicating an unoccupied block, have a car properly register into same. Then put feeds on the line wires separately and then collectively as in test C-7 and after each feed, have a car enter 218 Engineering Association the block under the contactor at the end of the block where the danger signal should be showing and then have this car back up under the contactor. In neither the entering movement nor the backing up movement of this car must the danger signal change to proceed or must this car register the other car out of the block which was previously in same. C-Cj. With the signals indicating an unoccupied block, put the feeds on each line wire separately and then on the line wires collectively and after each feed have two cars enter the block simultaneously from opposite ends of the block. If neither car receives the proceed signal have both cars back up under the contactors. If one car receives the proceed have the other car back up under the contactor. On the entering movement, both cars must not receive the proceed. If one car receives the proceed and the other car backs up, the back- ing up car must not register the car out of the block which received the proceed. Tests for Crossed Main Line Wires Crosses of the main line wires with other line wires and usually crosses among themselves are the same as foreign feeds or foreign grounds, for which the previous tests were sufficient. However, it has sometimes occurred that the line wires have crossed among themselves with a foreign feed on one and a ground on the other, or with feeds on both or with grounds on both or with feeds or grounds and a broken line wire. Therefore, the following crossed wire tests should be made. C-io. With the signals indicating an unoccupied block, have a car • properly register into same. Then put a ground (iooo ohm in series) on one line and a feed (iooo ohm. in series) from the trolley wire on another line wire, alternating this feed and ground to all wires, and with the feed on one wire and ground on the other in each case cross the two line wires. These tests should not register the car out of the block. Make this same series of tests but use grounds on each wire before they are crossed. These tests must not register the car out of the block. Make the same series of tests but use feeds on each wire before they are crossed. These tests must not register the car out of the block Make this same series of tests alternatively between a feed on one line wire and a broken line wire for the other line wire before cross- ing the wires, having the break at one signal end and then at the other signal end. Do the same but use grounds in place of the feeds with the broken wire and cross. These tests must not register the car out of the block. Report of Joint Committee on Block Signals 219 C-11. With the signals indicating an unoccupied block, have the same series of line wire conditions as in C-10, and after each cross is made, have two cars enter the block simultaneously from opposite ends of the block. In these tests both cars must not receive the proceed indication. C-12. With the signals indicating an unoccupied block, have a car properly register into same. Then create the same series of line wire conditions as in C-10 and after each cross of the line wires, have a car enter the block under the contactor at the end of the block where the danger signal should be showing and then have it back up under the contactor. In neither the entering or backing up movement of this car must the danger signal change to proceed or must this car register the car out of the block which was previously in same. Tests on Signals With Broken Wire Running From the Contactor to the Signal Mechanism Where only one wire runs from the contactor to the signal mechan- ism, the tests made under the heading " Tests on the assumption of the contactor failing to operate as the trolley wheel passes under it," demonstrate whether or not the signal is safe under this condition. Where, however, the contactor is connected two ways with two wires, that is, is so connected that when the trolley wheel passes under the contactor going into the block it registers in and when the trolley wheel passes under the contactor going out of the block it registers out, then -the following tests should be made. D-i. With signals indicating an unoccupied block, have one or more cars enter the block and register properly. Then break the wire which runs from the contactor for registering in, leaving the regis- tering out wire intact. Then have a following car pass under the contactor. It will of course not receive a proceed signal and will therefore be backed up under the contactor. In neither this entering movement nor in the backing up movement under the contactor must this car register cars out of the block which were previously registered into same. D-2. ((*) With the signals indicating an unoccupied block, have one or more cars enter the block and register properly. Then break the wire which runs from the contactor for registering in on the con- tactor at the opposite end of the block where the danger signal is showing, leaving the registering out wire intact. Then have a car enter the block under this contactor at the danger end and then have the car back up under the contactor. In neither of 220 Engineering Association these movements must this car register any of the cars out of the block which had been previously registered into same. D-3. (*) With the signals indicating an unoccupied block, have several cars properly register into the block. Then with a feed wire from the trolley wire touch an exposed point on each register- ing out wire running from the contactors. These contacts should not register cars out of the block. Tests on Signals When Current Goes off Along the Line and When the Contactors Cause Circuit to Remain Closed E— I. With the signals indicating an unoccupied block, have a car properly register into same. Then cut off the current supply and then put it on again. Do the same without a car in the block. After the current is cut off and put on again the signals must indi- cate the same as they did before the cutting off and on of the current. E-2. (*) With the signals indicating an unoccupied block, have a car properly register into same. Have a following car approach- ing the contactor and just before the trolley wheel reaches the con- tactor, have the current cut off and after the trolley wheel has passed the contactor, have the current cut on again. In this movement under the contactor with the current cut off and coming on again after the trolley wheel is past the contactor, the sig- nal must not give the proceed indication for the car will not have registered in. Then back this following car up and in passing under the contactor, it must not register the car out of the block which was previously in same. E-3. (*) With the signals indicating an unoccupied block, have two or more cars properly register into same. Then place the trolley wheel on the contactor in such a way as to hold the registering out circuit closed. Then with this circuit held closed, cut the current off and on several times. This must not register the cars out of the block. E-4. (*) With the signals indicating an unoccupied block, have two cars properly register into same. Then place the trolley wheel on the contactor in such a way as to hold the registering out circuit closed. Then have a car enter the block under the contactor in advance of the signal where the danger signal should be showing. This last car must not receive a proceed indication on passing under the contactor. There is one car movement which is very frequently made but which has not been mentioned previously for it is a dangerous move- ment and contrary to good signalling practice. Report of Joint Committee on Block Signals 221 This movement is to have a car enter the block against a danger signal sufficiently far to go around the turnout. This is called an overrun movement. In case the user of this type of signal has its cars make this overrun movement, then the signalling system should be designed so that the signals will not be disarranged by this movement. It is necessary for the motorman to have assurance upon entering the block for this overrun movement that he has been properly regis- tered into the block just as it is necessary for him to have this assur- ance upon entering the block in the usual way. Otherwise the car might fail to register in as it entered the block and the motorman would not know the difference and, as it left the block around the turnout, it would register another car previously in the block out of same. The following additional test is necessary where this overrun move- ment is to be made. Tests on Signals for Overrun Movement Past the Danger Signal With the signals indicating an unoccupied block, have a car prop- erly register into same. Then have a car enter the block under the contactor at the opposite end of the block where the danger signal is showing. As the car passes under the contactor, the danger signal must not be taken off but some additional indication must be shown to the motorman as an assurance that he has properly registered into the block. Have this car pass onto the single track. Now have a following car enter the block at the danger signal. This car must not take off the danger signal but must receive some assurance as it passes the contactor that it also is registered into the block. Now have these two cars leave the block around the trunout under the registering out contactor. In passing under the registering out contactor, these two overrun cars must register themselves out of the block but must not register the car, which was previously in same, out of the block and the signals must be left just as they were before these two cars started the overrun movement. DESCRIPTION OF PROPOSED ASPECTS FOR TROLLEY CONTACTOR OPERATED SIGNALS FOR ELECTRIC RAILWAYS Your Committee has tried to further the standardization of signal aspects and to recommend ones which will be easy of interpretation and which would not be capable of being mistaken into diversified meanings. To this end, the Committee recommended certain aspects for con- tactor signals in the hopes that the different manufacturers of con- tactor signals would bend their efforts toward standardization instead of manufacturing signals with as many different aspects as they had 222 Engineering Association in the past. The Committee also felt that the aspects which they have recommended for use were the best that could be recommended and carried into practical use with the development which the contactor signal art had reached at that time. A means however has been suggested whereby it may be practical to use the standard high speed continuous track circuit signal aspects for contactor signals of both the registering and non-registering types. These aspects are to have a fixed green light to indicate a clear track; a fixed yellow light to indicate caution (a car proceeding in the same direction ahead of you ) ; a fixed red light to indicate danger. The advantages of these aspects would be : First. That instead of having certain aspects for continuous track circuit signals, other aspects for contactor operated registering sig- nals and a third set of aspects for contactor operated non-registering signals, there would be one standard set of aspects for all. Second. The contactor operated signals would then have a fixed indication which could be read at any time until the motorman passed the signal instead of the less certain aspect which is in use now and which must be read at the instant the trolley wheel strikes the contactor. Third. The motorman would be relieved of the responsibility of having to know whether or not the signal mechanism operated in the contactor operated signal and the simplest form of aspects would be standardized for all types of automatic signals. Fourth. The aspects which are the culmination of 40 years of experi- ence in the signalling art and which have stood the test of time would be the standard aspects. The desirability of such aspects being apparent, a scheme for the use of the same has been suggested and is described below for the information of the Association and to ascertain the feeling of the mem- bers as to the practicability of the suggested arrangement of the aspects for use in connection with contactor operated signals. It is proposed to mount a three-light signal aspect case slightly in advance of the point where the double track converges into the single track and a little further on, possibly one or two poles, and opposite the single track is mounted a second three-light aspect case. On the right hand track approximately opposite the first signal is mounted a contactor, approximately opposite the second signal is mounted another contactor and a contactor for registering out is mounted in the usual place approximately opposite the first signal on the other track. This makes three contactors at each end of the block instead of two as previously used. The other end of the single track, of course, is equipped in the same way. When there are no cars in the block, the first signal shows a green light and the second signal shows a red light. Report of Joint Committee on Block Signals 223 The. two signals are of equal importance and the motorman is in- structed that a green light means a clear track, proceed. A yellow- light means there is a car in the block ahead moving in the same direction, proceed with caution. A red light means danger, stop. The meaning is the same on both signals. A motorman approaching an unoccupied block, sees a green light in the first signal and proceeds past it. After the front end of his car is past the first signal, the trolley wheei strikes the contactor which makes up the circuit for operating the registering in magnet, the registering in magnet lifts its armature which is then locked up and this movement puts red lights in both signals at the opposite end of the block. After the registering in magnet has lifted its armature and registered the car in, a circuit is made up giving a green light in the second signal and putting a red light in the first signal behind the car. It should be noted that the operation of the registering-in magnet is what gives the proceed light in the second signal and, while the motorman does not have to pay any attention to the registering of his car, still he will not get a proceed signal unless his car is properly registered in. The red light in the first signal now prevents another car from passing the first signal until the armature of the registering- in magnet is dropped back into operating position again and this occurs as the trolley wheel strikes the contactor mounted approximately opposite the second signal. When the trolley wheel strikes this second contractor which is just after the front of the car has passed the second signal, a circuit is made up to a magnet which pulls the lock from beneath the armature of the registering in magnet and allows this armature to drop back by gravity into operating position again. When this armature drops back it puts a red light in the second signal and a yellow light in the first signal. A second car approaching sees a yellow light in the first signal and knows that there is a car ahead of him1 in the block, proceeding in the same direction and passes the signal and proceeds with caution. As the trolley wheel strikes the first contactor the registering in mag- net is operated in just the same way in which the first car operated it and a yellow light is then given in the second signal and a red light placed in the first signal behind the car. As this car's trolley wheel strikes the second contactor, the first signal returns to yellow and the second signal to red. Each succeeding car would get the same indications and operate in the same way that the second car did. As each car leaves the block, it registers itself out on the registering machine and when the last car has left the block, the signals return to the normal condition indi- cating an unoccupied block. If all of the cars which the registering machine will take care of should enter the block, then all of the sig- nals go to danger and so remain until one of the cars leaves the block. 224 En gin eerin g Association It is apparently practical with these aspects to get full flexibility of operation, that is a car can enter the block at any point either from the right hand or left hand track and leave at any point and still have the signals operate properly. All special movements can be covered 'with these aspects as well as with the present aspects, such move- ments for illustration as simultaneous entry of the block by two cars at opposite ends of same. CONSIDERATION OF U. S. BUREAU OF STANDARDS, SAFETY CODE The Subcommittee which had this subject under consideration, sub- mits the following report : From a study of a tentative code of safety rules as prepared by the United States Bureau of Standards, I would state that there was nothing found which if applied would not work for greater safety. As these rules are tentative and undoubtedly changes will be made, I would suggest that this subject be carried along by next year's Committee. A SUMMARY OF THE WORK OF THE JOINT COMMITTEES ON BLOCK SIGNALS FROM 1910 TO 1915 One of the assignments made by the Executive Committee this year was the coordination of the work of previous committees by way of review of what has been done in the past six years. Such a review would serve as an index to the activities of the block signal committees and should assist in preserving continuity of these activities as the history of this phase of the association's work becomes longer. The inception of this work was a resolution adopted by the Execu- tive Committee of the American Electric Railway Engineering Asso- ciation held in New York on November 15, 1910. The minutes of that meeting read as follows. " The president was authorized to appoint a committee to investigate the subject of block signaling for electric railways, the scope of the committee to be determined by definite instructions yet to be obtained from the American Associa- tion." One week later at the Executive Committee meeting of the Trans- portation and Traffic Association, President Arthur W. Brady, of the American Association, suggested that the Transportation and Traffic Association, in connection with the Engineering Association, appoint a committee to investigate the matter of signals and signal apparatus. The Executive Committee passed a motion to the effect that a joint committee of six members should be appointed to take up the question of signals and signal apparatus, the committee to be instructed to confer with Presidents Harvie (Engineering) and Page (Transportation and Traffic) for full instructions. Both Executive Committees outlined the following as the scope of the work for the Committee for the first year: Report of Joint Committee on Block Signals 225 1. Ascertain the systems of signaling and despatching systems in use on the various high-speed electric railways of the country, includ- ing high-speed interurban, suburban, subway and elevated roads. 2. Report recommendations as to the essential requisites of a proper signaling system and those requisites which are not absolutely neces- sary, but desirable. 3. Both automatic and block signaling and manual signaling to be considered. 4. Results : Signal principle that will provide a maximum of safety in electric railway operation. The joint committee was duly appointed and held three meetings during the year. The topics were subdivided among members of the Committee and a report covering nearly 125 pages was prepared. This first year's report constituted a fairly complete treatise on the subject and has formed the foundation for reports since. The 191 1 Report This report comprises three parts: (1) Results of the study by the Committee of the history and status of block signaling; (2) descrip- tions of typical signal systems and signal installations; (3) recom- mendations as to the work of future committees. In the body of the report not only was a general survey of the situation given, but a digest of laws and rulings affecting block signaling, and an elaborate table giving in detail the installations of signals which were planned for the year 191 1 were given. The appendices, of a descriptive nature, highly illustrated, forms a com- pendium of information on the block-signal practice of the time. The recommendations of the 191 1 Committee were that the 1912 Committee continue the studies and if possible at the end of the year's work present approximately the following : (1) Recommendations for signaling single-track suburban railways, headway between five and thirtv minutes, speed not exceeding 20 m. p. h. (2) Recommendations for signaling single-track interurban railways, headway one to ten minutes, speed not exceeding 30 m. p. h. (3) Recommendations for signaling single-track interurban rail- ways, headway not less than one hour, speed 40 to 60 m. p. h. (4) Recommendations for signaling single-track interurban railways, headway as frequent as fifteen minutes with trains in several sections, speed 40 to 60 m. p. h. (5) Recommendations for signaling double-track interurban rail- ways, headway as frequent as five minutes and speed 40 to 60 m. p. h. The report was well received, provoked lively discussion and the recommendations were approved. 8 226 Engin eering A ssociatio n The 1912 Report During the year 1911-1912 the Committee continued the collection of data regarding the practice of member companies. Data from seventy-five companies were received and compiled. The recommendations of the Convention based on the 191 1 report could not be followed out in the time at command, and the 1912 Committee passed them on to its successor. It did, however, reach certain conclusions as follows, the wording given being as amended by the Convention : The Committee recommended as Standard practice in all signaling the use of three fundamental indications: (a) stop; (b) proceed with caution, (c) proceed. Where semaphore signals are used they shall be so arranged as to indicate three positions in the upper left-hand quadrant. Diagrams showing the aspects in three positions signaling and two positions signaling were appended. The 1912 report contained a summary of block-signal installations subsequent to that of the preceding report. The 1913 Report The 1912-1913 Committee was instructed by the Executive Com- mittees of the two Associations to follow the recommendations of the previous committees as adopted by the Convention, to make a digest of signal laws and rulings, to study block-signal installations and to confer with the consolidated Committee on Rules in the matter of the development of rules covering block-signal operation. A detailed set of suggestions regarding signaling practice in the specified classes of service were made. The Committee stated that it did not find itself in a position definitely to recommend such practice, as the most that such a Committee could do was to suggest general schemes which could be used as the basis of development. Under each of the headings, therefore, suitable schemes were given and illustrated with diagrams. Compilations as in preceding years were appended, and in addition a set of signal rules supplementing the standard rule book, and a bibliography of block signals were pre- sented. After amendment the rules were approved. The Committee recommended for adoption as Standard certain aspects for trolley contact signals and these were adopted. A recom- mendation was also made regarding continuous track circuit control, and as a result the Convention passed the following after long dis- cussion : For high-speed interurban service, where automatic signals are con- trolled by continuous track circuits, that expenditures be concentrated on the form of indication in preference to a more expensive form of signal and a less reliable form of control. Report of Joint Committee on Block Signals 227 The 191 4 Report The assignments made for the year 1913-1914 were: (a) To bring the digest of block-signal laws and rulings up to date; (b) to sum- marize the signal installations subsequent to the last report; (c) to bring the bibliography up to date; (d) to prepare designs of Standard signal apparatus; (e) to develop further the code of block-signal rules jointly with the Committee on Rules of the Transportation and Traffic Association. In addition to its assignments, the Committee voluntarily considered automatic stops and light signals. In addition to the stand- ing assignments the Committee initiated new developments as follows : A design of spectacle, for left-hand upper quadrant 90 deg. sema- phore having 6-in. opening and 6ly4-'m. lenses for three-position sem- aphore signals and for use with 3-ft. 6-in. pointed blades, was recom- mended for adoption as a Standard and was thus approved by the Convention. This was done subject to the approval of the Standards Committee which later approved the design as a recommended design, an action ratified by the 1915 Convention. A clearance diagram for the location of signal masts and semaphores, with relation to trolley poles, height of trolley wires, etc., was recom- mended, but this was referred back to the Committee for further consideration jointly with the Committees on Heavy Electric Tractions and Power Distribution. Certain revisions in the definitions of the rules adopted last year relative to semaphore signal, disk signal, contactor, proceed signal, permissive block and permissive signal were recommended and adopted, and new definitions of neutral signal and registering signal were also approved by the Convention. A set of contactor-signal rules supplementing the standard rule book was presented and, after discussion and amendment, were approved, excepting one which was referred back to the Committee. The Committee recommended as good present practice certain sizes of lenses for high-speed and moderate-speed roads and these were approved. The Convention also approved the recommendation that further study of signal apparatus be made by the ensuing committee in con- junction with the Railway Signal Association, with a view to the adoption of uniform apparatus in connection with signaling on electric railways. As useful technical information, this Committee appended an article on " Braking Distances for Block-Signal Operation " by Gay- lord Thompson, and an article on automatic-train stops. On the subject of light signals, a general summary of the situation was given, instances of a number of light-signal installations being made. It was considered desirable that the ensuing Committee should study this farther with a view to recommending a definite standard. 228 Engineering Association The 1915 Report The assignments for 1915, in addition to the standing features and uncompleted assignments, covered three topics each from the two associations. The Engineering Association prescribed : (a) A study of signal systems on roads that are signaled from end to end, to cover maintenance, costs, efficiency of operation and effect on traffic; (b) a review of all existing standards and recommendations, originat- ing with the Committee on Block Signals for Electric Railways ; (c) a consideration of the standardization rules of the A. I. E. E. The Transportation and Traffic Association prescribed : (a) An investigation of the question of standard definition for signal failure; (b) a general study and summary of highway-crossing protection; (c) a study as to the advisability of operating without dispatchers, single-track, interurban lines which are blocked by signals alone. The Committee's report covered the following items, in connection with which are stated the Convention's action where such was taken : A submitted design of semaphore signal, for which detailed draw- ings were included with the report, was adopted as a Recommended Design. A clearance diagram for semaphore signals was presented, but in accordance with the recommendation of the Committee on Standards was referred back to the Committee to consider with the Committee on Heavy Electric Traction. On recommendation of the Committee, the Convention changed the words " non-car counting " and " car counting " to " non-registering " and " registering " in the contactor-signal rules. A set of signal rules supplementing the standard rule book govern- ing operation by signals for use of employes was received by the Convention with the idea that the matter would be taken up by a joint committee of the American Electric Railway Association and the American Railway Association to secure uniformity of practice so far as it may be practicable. The subject of light signals was brought up-to-date, the Committee calling attention to the important developments in this field and mentioning the new position-light signal. A form for collecting data for the study of block-signal operation was presented with a suggestion that member companies give it a year's trial so that the ensuing Committee could profit by their criticisms and suggestions. The A. I. E. E. standardization rules relating to signal work were approved by the committee, but it was found that much time would be needed before a satisfactory definition of signal failure could be formulated. The subject of highway-crossing protection was treated fully and descriptions of the available types of crossing signals and gates were described. Report of Joint Committee on Block Signals 229 In regard to the operation of single-track lines by block signals only, it was concluded that " for high-speed, heavy interurban single- track operation with track protected by automatic block signals having continuous track circuits, the preponderance of evidence obtained from a large number of representatives of electric and steam railways indicates that the use of dispatchers and time-card rights, augmented by standard train rules, is the most approved practice." This was qualified, however, by "the statement that the development of the art may change this opinion and that experience may prove it feasible to operate trains by signal indication only, under the partial direction of a train dispatcher or other officer used in a supervisory capacity, and where proper protective train rules are used, provided the rail- way is equipped with modern automatic signals whose electrical cir- cuits are free from outside interference. As the preparation of a form of contract for signal installation required more study than the committee could give it, a progress report only was made. A data sheet for alternating-current track-circuit signaling was, however, presented as a step in the desired direction. METHODS OF DRAWBRIDGE PROTECTION Referring to instructions as to the protection of draw bridges, your Committee begs to recommend that the following be adopted as Stan- dard practice and included in the Engineering Manual. This data is now in process of adoption by the Railway Signal Association, and as it is applicable in its entirety to the work of this Association, it is included here for your consideration. Requirements for the Protection of Traffic at Movable Bridges The protective appliances at drawbridges consist in devices for insuring that the bridge is in proper position, and the track in condi- tion for the passage of trains over draw, or for reduction to a mini- mum of the damage in case of trains not stopping when track is not in condition for passage of same over draw; also the usual devices for protection against damage in case of derailment. The protective devices may be classified under the headings : (a) Interlocking power and bridge devices. (b) Bridge surfacing, aligning and fastening devices. (c) Rail-end connections. (d) Signaling and interlocking. (e) Guard rails. Interlocking Power and Bridge Devices. Interlocking the draw- bridge devices so that their movements must follow in a predetermined order to protect the drawbridge machinery. Bridge Surfacing, Aligning and Fastening Devices. Draw-bridges should be equipped with proper mechanism to surface and align them accurately and fasten them securely in position. This condition can 230 Engineering Association be secured by the use of efficient end lifts in case of swing bridges, and by proper end locks in case of lift bridges. Rail-end Connections. Rail-ends may be mitered or cut square. Mitered rails where lapped should retain the full thickness of the web to the points. The points should be trailing to normal traffic where possible; on single track bridges the points should be trailing to traffic entering the movable span. Where rail ends are cut square or mitered and not lapped they should be connected by sliding sleeve or joint bar or by easer rails to carry the wheels over the opening between the end of bridge and approach rails. Signaling and Interlocking. If trains are to proceed over draw- bridges which are in service, without first stopping, interlocking should be installed which will provide that the drawspan, tracks and switches within the limits of the plant are locked in the proper posi- tion. This will require : (1) Locking drawbridge devices. (2) Locking providing for the proper order of operation of signal- ing devices, such as signals, switches, and derails. This interlocking will require the following order of operation. (Before opening a drawbridge.) (a) Display stop signals. (b) Unlock rail and bridge devices. (Before operating trains over drawbridge.) (a) Lock bridge and rail devices. (b) Display clear signals. Since there are various types and designs of drawbridges and vari- ous drawbridge devices for each of the types, and also various designs and types of signaling devices, as well as various locations, from which they all may be interlocked and operated, a typical example only of the detail order of operations is given; viz., a swinging bridge with all its devices operated from one location on the draw span, hav- ing home and distant signals, derails, etc. To open Drawbridge. To pass trains over drawbridge. 1. Display stop signals. 1. Close bridge. 2. Unlock derails. 2. Insert bridge surfacing aligning and 3. Open derails. fastening devices. 4. Uncouple interlocking connections. 3. Insert rail-end connections. 5. Unlock rail-end connections. 4. Operate power-controlling device to 6. Unlock bridge surfacing, aligning and position preventing application of fastening devices. power to bridge machinery. 7. Operate power-controlling device to 5. Lock bridge surfacing aligning and position permitting application of fastening devices, power to bridge machinery. 6. Lock rail-end connections. 8. Withdraw rail-end connections. 7. Couple interlocking connections. 9. Withdraw bridge surfacing aligning 8. Close derails. and fastening devices. 9. Lock derails. 10. Open bridge. 10. Display clear signals. Report of Joint Committee on Block Signals 231 Derails. The above example of order of operation includes derail- ing switches, but their use is not recommended in all cases. Each situation must be given special study with respect to (a) the use of derails, smash boards or similar devices; (b) their location with reference to drawspan, and (c) the use and length of guard rails. Guard Rails. Guard rails should be provided as for fixed bridges, except for the necessary breaks at the ends of the movable span. Obstructions to derailed wheels which are guided by the guard rails should be reduced to a minimum. Rail Attachments. The rails and attachments should be separated from the metallic structure so track circuits may be successfully oper- ated the entire length of the bridge. Bridge Devices. The various bridge devices should be so designed that Railway Signal Association interlocking apparatus may be used. Locking. Electric and time locking are regarded as adjuncts. In addition to the above recommendation, and for the information of the member companies, an attempt has been made to show in the following figures various methods of protecting draw bridges. The first few embody only the simplest possible schemes, but by additions are developed into complete protective lay-outs, including all the funda- mental requirements. Since mechanical interlocking lends itself more readily to graphic illustration than power interlocking the former is used for demon- strating the principles involved. Drawbridge Protection in Non-Automatic Signal Territory Fig. 1, shows diagrammatically a very simple mechanical layout. The only safety feature is that the gravity bridge lock prevents the signals being cleared unless the bridge is in alignment. It is evident this scheme provides no detection as to the position of the rails and no control of the bridge operating mechanism. It will be noted that when either signal is set in the proceed position this operation alone does not insure the proper alignments of the opposite end of the bridge. This will depend upon inspection by bridge operator. Wire connected signals may be substituted for pipe connected. This type of signal costs less to install and, on account of ease of operation, can be located several hundred feet from the lever. In this scheme it may be desirable to locate the home signals further from the bridge than usual or use caution signals, only. Fig. 1, is applicable to either single or double track bridges, Fig. 2. In this scheme the bridge locks and signals are operated by separate levers; disc-locking being provided between the levers which compels the operator to lock the bridge before the signals can be set in the proceed position. This scheme has a slight advantage over the arrangement shown by Fig. 1, in that the stroke of the gravity bridge 27,2 Engineering Association lock plunger must be completed, when locking the bridge, before the signal lever can be moved. Wire connected signals, as mentioned above, may be used here also, and in fact in any of the figures shown, and have the advantage of Grav/tg Bridge Lock ! Ground I ever Sfand^Y Double Ground Lever Interlocking Stand .Rail Lock &S Gravity Bridge Locks 1 Triple dround Lever Inter locking Stand Fig I two Compensators nil I be reauirea between Ends of Span „ 50: NOTE (ft Draw Span is over 50' Long 50- Automatic Bridge Coupler (Triple Ground Lever Interlocking Stand Located 50 'or less from End of Draw Span to avoid Compensation Automatic Bridge Coupler RailLock Gravity BndaeLocks Fia..5r Smash boards without Derails K — — 50* ^ ircura Lever inter loosing Stand F:cj.fe-Derails as shown without 5 mash boards Report of Joint Committee on Block Signals 233 being operatable at a greater distance from the lever than pipe con- nected signals. Fig. 2. Adding rail locks to any of the schemes previously outlined, for detecting alignment and surface of rails, increases the protection offered and these may therefore be desired. In Fig. 1, the rail lock would be connected to the line leading to the bridge locks, in Figure 2, the rail locks would be operated by the bridge lock levers. With this type of rail lock the bridge lock may be eliminated as it is evident the rails would not drop into their proper positions and release. the lock unless the bridge is in alignment. This scheme does not guard against clearing either signal with improper alignment at the opposite end of the bridge. Fig. 3. The possibility of clearing a signal without assuring proper alignment at both ends of the bridge has been eliminated in this lay- out. By providing automatic bridge couplers, at both ends of the draw span, the bridge locks, rail locks and signal on the opposite side of the bridge from the machine may be operated by the same lever as shown in the sketch. A ground lever interlocking stand, in this case, would be provided with two working levers and locking to assure lever 1, which operates the bridge locking devices, being reversed before signals 2 could be set in the proceed position. All apparatus is operated from the same point which is a decided saving of time. It is evident, however, that the great number of operated units on one lever makes the scheme objectionable. Fig. 4. By placing the triple ground lever interlocking stand on the draw span and using all levers it is possible to operate the signals and alignment locks by separate levers. Automatic bridge couplers may be employed if but one signal is to be operated on either side of the bridge. It is impossible to auto- matically connect more than one line of pipe on a swing bridge. Fig. 5. The alignment and surfacing detecting devices are identical with those used with Figure 4. The machine is of the ground lever interlocking type but having greater capacity on account of the addi- tion of " Smashboards," so called on account of the purpose they serve. They are light wooden frame construction, and may be attached to the home signal mast. When in the stop position they are located at such a height that they will interfere with the motorman's cab. Smashboards are often used where the approach to the draw span is over a long trestle and it would obviously be undesirable to use derails. In this layout they would be operated by the levers shown connected to the derails. The machine in this arrangement is located off the draw span as often space is not available on the draw for a machine of this type. Fig. 6. The derails are operated through the medium of switch and lock movements and should be located from three to five hundred 234 Engineering Association :eet from the draw, depending upon grades and nature of the traffic. The signals should be about fifty-five feet back of the derails with the connections thereto bolt locked through the derails. All of the above layouts, it will be noted, are especially adaptable to hand operated bridges where channel traffic may be suspended cer- tain months of the year. The ground lever stands do not require shelters and the levers may be padlocked in the reversed positions during the period they are not in use. All the layouts are equally applicable to either single or double track without additional apparatus. Fig. 7. The alignment detecting devices are the same as used in Fig. 6. The derails are locked by facing point locks instead of switch and lock movements and the machine is of the tappet locking type. This type of machine shown in connection with the preceding figures. On account of its rugged construction this machine also does not require housing. Fig. 8. The preliminary latch locking machine, as here used, repre- sents the highest development in the design of mechanical interlock- ing machines. As the term " Preliminary latch locking " implies, the latches of the levers cannot be raised while the levers are in either the normal or reversed position, unless they are released by the lock- ing. This prevents undue strain being placed directly upon the lock- ing which might occur in the machines used in the previous schemes described. Consequently lighter construction may be employed and a greater range of combinations secured. This is first layout embracing control of the power operating the bridge mechanism by the interlocking machine. All of the fundamental requirements for maximum protection have been provided in this arrangement. When opening the draw, lever number 4 would be the last one to be moved, consequently this lever must control the bridge operating mechanism. Fig. 9. This layout represents the greatest protection that can be designed for a double track drawbridge without the use of distant signals or electric features. Derails and home signals are provided for governing movements over the bridge on both tracks in either direction. On account of the widely varying methods of construction, the lift span type of drawbridge has not been considered in any of the forego- ing descriptions. The principles of protection involved, however, are identical with both types of bridges. Although various alignment and surfacing devices have been designed for this type of bridge many require special apparatus. Draw Bridge Protection in Automatic Territory Where drawbridges are located in automatic signal territory provi- sions must be made for carrying the track circuits, signal circuits and return propulsion current across the channel. Report of Joint Committee on Block Signals 235 Three methods of doing this are shown by Fig. 10, 11 and 12. Fig. 10. This scheme may be used when circuit controllers of suffi- cient capacity for carrying the return propulsion current are provided. They may be operated by the interlocking machine but preferably by the bridge operating mechanism since their construction may neces- sitate extra levers for their control. These controllers also provide « 50't > 3 Fig.l-Tappet Locking Machine Fiq.8" Larch Locking Machines Plates NOTE Fiq.9-Latch Locking Machines Circuit Controllers for Return Propulsion Current and Track Circuit Operated by Bridge Mechanism Controllers for Signal Circuits Impedance Coil Submarine Power Return Cable -A Fig.10.- Double Rail Return Propulsion Currentfor Track on Bridge with Circuit Controllers Track * f Controllers for Track and Signal Circuits iranswrmer. ->jg£ f £ 3 Impedance S Bond Su <■ ■-nit " bmanne Power Ret irr Cable Fiq.ll.-Sinqle Rail Return Propulsion Curren+for Track on Bridqe without Power Circuit Controllers Fig.l?.-DoJble » » » » « » „ 236 Engineering Association a path for the track circuit when the bridge is closed, when the draw span is open, the return propulsion current is usually carried under the channel by means of a submarine power cable. The signal control circuits are taken through the draw bridge cir- cuit controllers. Fig. II. If circuit controllers for the return propulsion current, used by trains while on the span, are not provided and one rail is of sufficient capacity for the return, it is advisable to install a separate track circuit on the draw. The current between the track transformer and the rails, and between the track relay and the rails, may be carried through the bridge circuit controllers as shown in the sketch, thus insuring an interruption of the track circuit when the draw is open. In case both rails on the draw span are required to insure suffi- cient conductivity for the return propulsion current, it is necessary to install an inpedance bond on the bridge with the neutral connections of the bond made as shown by Fig. 12. Drawbridge circuit controllers, located at each end of the bridge, may be operated by a ground lever stand to control automatic signals. It is then not connected to or interlocked by any device which may determine alignment of bridge or rails. The circuit controller will detect alignment of the bridge, but alignment and surface of the rails must depend upon the operator. In Fig. 1, the circuit controllers would operate with the gravity bridge locks and their contacts could not be closed unless the bridge is in alignment, thus preventing injury to the controllers. Protection for the far end of a bridge may be secured by carrying the control circuits for both signals over circuits controllers at each end of the bridge. In all the other schemes of protection the bridge circuit controllers should be operated by the gravity bridge lock lever, the rail lock lever or a separate lever if the load requires. Additional features such as annunciators, approach locking detector locking, route locking and stick control of home signals, may be applied according to well known practice in the art of signaling. The various layouts outlined will serve in demonstrating the value of the simplest to the most elaborate protection that can be devised for a drawbridge. Traffic conditions and special type bridges often require individual consideration. OPERATION OF SINGLE TRACK LINES BY BLOCK SIGNALS ONLY The Committee has continued its investigation of the subject of ope- ration by Block Signals only, and have found but little change in operating methods. Where operation over single track by block sig- nals only has been in effect, the practice seems to meet the conditions imposed, but as no appreciable extension of this mode of operation has taken place, your Committee is without necessary information Report of Joint Committee on Block Signals 237 based on actual practice to make definite recommendations concern- ing the matter, and reaffirms its position as set forth in last year's report, that, for high speed, heavy interurban single track operation with track protection by automatic block signals having continuous track circuits, the preponderance of evidence obtained from a large number of representative electric and steam railways indicates that the use of dispatchers and time-card rights, augmented by standard train rules, is the most approved practice. However, development of the art may considerably change the present opinion, as in some instances short stretches of lines are now operated by signal indication only, and under the partial direction of a train dispatcher, and it is the feeling of your Committee that experience may prove it feasible to operate trains by signal indication only, under the partial direction of a train dispatcher or other officer used in a supervisory capacity, and where proper protective train rules are used, provided the railway is equipped with modern automatic signals whose electrical circuits are free from outside interference. In submitting this report, your Committee calls attention to the large number of subjects assigned to it for consideration during the past year, and respectfully recommends that a lesser number of subjects be assigned to the 1917 Committee in order that the subjects assigned may be more thoroughly developed and carried to more definite con- clusions. Respectfully submitted, J. B. Stewart, Jr., John Leisenring, G. N. Brown, J. J. Doyle, F. W. Coen, G. K. Jeffries, J. W. Brown, Vice -Chairman, J. M. Waldron, Chairmdn, Joint Committee on Block Signals for Electric Railways. 238 E n gin e erin g Association APPENDIX A BIBLIOGRAPHY ON BLOCK SIGNALS* Prepared by H. H. Norris, Electric Railway Journal Block Signals Alternating Current Signal System, Essentials of, by S. M. Day. In Signal Engineer {October, 1915), 8:10:318. Alternating Current Signaling for Chicago Terminals (if Electrified). In Railway Signal Engineer (Jan., 1916), 9:1 :2S, Alternating Current Signaling in the Center Street Loop (New York Subway), by Walter F. Hudson. In Railway Signal Engineer (March, 1916), 9:31:79 (April, 1916), 9:4:15. Alternating Current Single-Track Signaling on an Electric Line (Ft Wayne & Northern Indiana Traction Co.). In Signal Engineer (Sept., 1915), 8:9:285. Alternating Current Signal Installation on the Grand Trunk. In Railway Age Gazette (Jan. 7, 1916), 60:1:17. Alternating Current Signals, Review of Treatise on (Union Switch & Signal Company). In Electric Railway Journal (Oct. 23, 191 5), 46:17:880. Analysis of Signal Indications, Railway Signal Association. In Electric Railway Journal (April 1, 1916), 47:14:642. Automatic Control System, Desirability of. Discussion by Charles Hanzel at International Engineering Congress. Abstract in Elec- tric Railway Journal (Sept. 25, 191 5), 46:13:625. Automatic Signal, Gaven Electro. In Electric Traction (Nov., 191 5), 11:11 727. Automatics on D. & H., New Single Track. (In Railway Signal En- gineering) ( Feb., 1916), 9:2:45. Automatic Signals on Grand Trunk, New, by B. Wheelwright. In Railway Signal Engineer (Jan., 1916), 9:1:5. Automatic Signals on Louisville Railway. In Electric Traction (Nov., 1915), 11:11 721. Automatic Signals on Norfolk & Western Electrified Line. In Rail- way Age Gazette (July 2, 1915), 59:1:21 Automatic Signals, Value of. Editorial in Electric Railway Journal (Oct. 30, 191 5), 46:18:895. Block Signals on New Bedford & Onset Street Railway, Economies with. In Electric Railway Journal (Dec. 25, 1915), 46:26:1266. Block Signals, Report of A. E. R. E. A. Committee on. In Proceedings 1915, page 142. Abstract in Electric Railway Journal ( Oct. 9, 1915), 46:15760; abstract in Electric Traction (Oct., 1915), 11 :io :624. Report of Joint Committee on Block Signals 239 Car-spacing Signals on Scranton Railway, Special Application of, by A. P. Way. In Electric Railway Journal {Aug. 28, 1915), 46:9:368. Contact Signals for Jamestown, N. Y., Line. In Electric Railway Journal (April 15, 1916), 47:16:741. Contactor Signals, Circuit Design of Trolley, By Carl P. Nachod. In Railway Signal Engineer (March, 1916), 9:3:77. Contactor Signals for Louisville & Interurban Railway, Low Voltage. In Electric Railway Journal (Dec. 11, 191 5), 46:24:118. Development of Main Line Signaling on Railways, by W. C. Acfield. In Engineering (London) Oct. 29, 1915. Distant Signal, Discussion on. In Railway Age Gazette (May 5, 1916), 60:18:981. (May 12, 1916), 60:19:1024. (March 31, 1916), 6:13:733. (April 21, 1916), 60:16:868. Installing Signals in the New York Rapid Transit Tunnels, by R. G. McConnell. In Signal Engineer (Sept., 1915), 8:9:263. Interlocking at Adelaide, South Australia, Electric, by C. O. Pilkington. In Railway Age Gazette (Nov. 19, 1915), 59:21 :936. Interlocking at Trenton (N. J.) Electro-Mechanical, by W. M. Post. In Railway Age Gazette (Sept. 3, 1915), 59:10:419. Comment 414. Interlocking in Philadelphia, Electric, by D. E. Spanzler. In Railway Signal Engineer (Feb., 1916), 9:2:39. Interlocking Plant in Chicago, A New York Central All-Electric. In Railway Signal Engineer (March, 1916), 9:3:75. Interlocking Plant, The Golden Gate Electric (On A. T. & S. F. Coast • Lines, by W. D. Cloud. (In Railway Signal Engineer) (May, 1976), 9:5 :137. Interlocking, Principles of Electric, by James Anderson. In Railway Signal Engineer (March, 1916), 9:3:71, (April, 1916), 9:4:120. Light Signals, for C. M. & St. P. Electrified Section, abstract of order. In Electric Railway Journal (Sept. 18, 1915), 46:12:604. In Rail- way Age Gazette (Aug. 6, 1915), 59:6:256. Light Signals (Position) on Philadelphia-Paoli Electrification. In Electric Railway Journal (Nov. 13, 191 5), 46:20:988. In Electric Traction (Nov., 1915), 11:11:680. Locating Automatic Signals, Method of, by M. Lynn Patterson. (In Railway Signal Engineer) (Feb., 1916), 9:2:51. Maintenance of Block Signals on Oregon Electric Railway, by E. R. Cunningham. In Electric Railway Journal (Sept. 11, 1915), 46:11 :S57- New Haven Signals, Reconstruction of, (on Electrified Line). In Railway Electrical Engineer (March, 1916), 9:3:85. New Haven Tie-up. Editorial in Railway Age Gazette (Dec. 24, 1915), 59:25:1179. Norfolk & Western A. C. Block Signals. In Signal Engineer (July, w 5), 87:193. 240 Engineering Association Ohmmeter for Use on Signal Systems (Roller-Smith). In Electric Railway Journal {April 22, 1916), 47:17:791. Operation by Signals Alone on B. & O. Railroad. In Electric Railway Journal .{Sept. 11, 1915), 46:11:434. Phase Meter and Its Applications, The, by John S. Holliday. In Railway Signal Engineer {March, 1916), 9:3:91. Position Light Signal Installation, First, (on Philadelphia-Paoli Elec- trification), by C. E. Goings. In Signal Engineer {Aug., 1915), 8:8:225. Position Light Signals, Operation of, by C. E. Going. In Signal Engineer {Sept., 1915), 8:9:273. Position Light Signals, Service Record of, by A. H. Rudd. In Railway Signal Engineer {June, 1916), 9:6:171. Power Equipment for A. C. Signaling at Interlocking Plants, by H. M. Jacobs. In General Electric Review {Jan., 1916), 19:1:68. Protection of Railway Signal Circuits Against Lightning, by E. K. Skelton. In General Electric Review {Dec, 1915), 18:12:1127. Railway Signal Association Convention in Salt Lake City. Report in Signal Engineer {Oct., 1915), 8:10:299. Railway Signal Association, Report of March meeting. Abstract in Electric Railway Journal {April 1, 1916), 47:14:642. Railway Signal Association, Report on Annual Convention. In Electric Railway Journal {Sept. 18, 1915), 46:12:580. In Railway Age Gazette {Sept. 24, 1916), 59:13:561. Report of May meeting in Railway Age Gazette {May 26, 1916), 60:21:148. In Railway Signal Engineer {June, 1916), 9:6:177. Report of March meeting, in Railway Signal Engineer {April, 1916), 9:4:106. Relay for Railway Signaling, New Vane Type (Union Switch & Signal Company). In Electric Traction {Sept. 1915), 11:9:564. Savings Effected by. Signals, by F. W. Rizer, {Jn Railway Signal En- gineer) {June 1916), 9:6:180. Signal Construction Methods, Resume of, by H. D. W. Riley. In Railway Signal Engineer {May, 1916), 9:5:141. Signal Control Wires, Safeguarding. Editorial in Railway Age Gazette {Jan. 21, 1916), 60:3:89. Signal Operation on the Hudson & Manhattan Railroad. In Railway Age Gazette {April 28, 1916), 60:17:963. Signal Operation on the Oakland, Antioch & Eastern Railway, by F. A. Miller. In Electric Railway Journal {Sept. 18, 191 5), 46:12:536. Signaling a Large Interurban Railway (Pacific Electric Railway). In Signal Engineer {Dec, 1915), 8:12:362. Signaling in the Public Service Terminal. By J. W. Brown. In Electric Railway Journal {May 13, 1916), 47:20:891. Report of Joint Committee on Block Signals 24I Signaling of the Queens Park Extension. In Electrician {London) Oct. 29, 1915- Signaling Progress in 1915, by W. J. Eck. In Railway Age Gazette {Dec. 31, 191 5). 59:27:1232. Signaling, Review of Past Year in. In Railway Signal Engineer {Jan., 1916), 9:1 Signaling Rules, the Revised Standard Code, by C. C. Anthony. In Railway Age Gazette {April 14, 1916), 60:15:835. {April 7, 1916), 60 :i4 1781. Signals and Interlocking, Massachusetts Commission orders report on changes in. In Electric Railway Journa I {Sept. 18, 191 5), 46: 12 :6o4. Signals on Oakland, Antioch & Eastern Railway. In Electric Traction {Sept., 191 5), 11 :9:499- Signals on Pacific Electric Railway. In Electric Traction {Sept., 191 5), II :9:523- Testing A. C. Relays and Track Circuits, by F. D. Morehart. In Railway Signal Engineer {May, 19 16), 9:5:148. Track Circuit Ailments, Remedies for, by James Anderson. In Rail- way Signal Engineer {Jan., 1916), 9:1 :i9- Train Order Signal, Three Position, Communication. In Railway Age Gazette {June 2, 1916), 60:22:1165. Highway Crossing Signals Crossing Bells, High- Voltage (Nachod). In Electric Traction {Sept., 191 5), 11:9:556. Crossing Sign on Los Angeles Railway, Illuminated. In Electric Rail- way Journal {Aug. 14, 191 5), 46:7:284. Crossing Signals, Hand Signals for Watchmen. In Railway Age Gazette {Jan. 28, 1916), 60:4:165. Crossing Signal, Home-Made Wigwag, by F. D. Vanatta. In Electric Railway Journal {July 31, 1915), 46:5:192. Crossing Signal, Illuminated and Audible on Nashville Interurban Railway. In Electric Railway Journal {Nov. 20, 191 5), 46:21 :i046. Crossing Signal, Q. & C. Magnetic Wigwag. In Electric Traction {April, 1916), 12:4:346. Crossing Signal of Unusual Design (Southern Pacific). In Railway Age Gazette {Sept. 17, 191 5), 59:12:497. Crossing Signals, Standards Fixed for American Electric Railway Association. In Electric Railway Journal {May 27, 1916), 47 :22 :ioi2. Crossings, Simple Expedient for, Protecting Grade. In Railway Signal Engineer {April, 1916), 9:4:118. Outdoor Light Clusters for Crossings and Roadside Stations (Painter Company). In Electric Railway Journal {July 17, 191 5), 46:3:112. 242 Engineering Association Miscellaneous Schemes of Signaling, Exposition of the. In Railway Electrical Engineer {May, 1916), 9:5:150. Automatic Stop (Gollos). In Railway Age Gazette (Aug. 6, 1915), 59 :6 -.248. Cab Signals and Automatic Stop, New. In Signal Engineer (Nov., 191 5), 8:11 :347- Cab Signals and Automatic Stops on Western Pacific. In Railway Age Gazette (Oct. 8, 1915), 59:15:645. Comment 632. Communi- cations (Oct. 29, 1916), 59:18:796, (Nov. 26, 1916), 59:22:998. Cab Signal and Automatic Stop (Buell). In Railway Age Gazette (Nov. 12, 1916), 59:20:904. Economics of Railway Signaling, by W. H. Arkenburgh. In Signal Engineer (July, 1915), 8:7:203; (Sept., 1915), 8:91:281. Interlocking, Principals of Electric, by James Anderson. In Signal Engineer (Sept., 1915), 8:9:265. Judging Signals By Results. Editorial in Electrical Railway Journal (April 22, 19 16), 47:17:761. XTew York Municipal Automatic Signals. In Signal Engineer (Aug., 1915), 8:8:237. Night Car-Stop Signal (Drew). In Electric Traction (Sept., 19.15), 11:9:574. Psychology of Signal Observance (in Paper on Causes of Railroad Wrecks before Economic Psychology Association). Abstract in Electric Railway Journal (May is, 1916), 47:20:902. Street Traffic Signal in San Francisco. In Electric Railway Journal (April 22, 1916), 47:17:776. Telephone Dispatching Eliminated in Portland, Me., Cumberland County Power & Light Co. System. In Electric Railway Journal (Sept. iS, 1915), 46:25:1224. Underground Cable on Pennsylvania Railroad, by I. C. Forshee. In Railway Age Gazette (Aug. 13, 191 5), h9'7'-2^9- Report of Joint Committee on Block Signals 243 SUMMARY OF SIGNAL INSTALLATIONS SUBSEQUENT TO 1915 REPORT The following information has been furnished by signal manufac- tures relative to installations made during the past year. Union Switch and Signal Company This company has up to July 1, 1916, installed signaling on two electric roads; The Public Service Railway and the Aurora, Elgin and Chicago Railway. It has also furnished material for three other roads. All of the above are briefly described below. Chicago, Milwaukee & St. Paul Railway (Piedmont to Fenlon) New automatic block signaling with alternating-current track circuits has been installed over certain portions of the newly electrified moun- tain district of Montana, where the overhead contact line voltage for propulsion purposes is 3,000. The system of signaling is single track, employing 2-light signals at each end of the passing, sidings, and 2 or 4-light signals intermediate to the sidings. Power for the signaling is secured from various substations and transmitted at 4400 volts, 60 cycles, single phase, by means of No. 4 Fig. i. Model 14, j-position Fig. 2. Model 14, 3-position Light Signal — Chicago, Mil- Light Signal — Chicago, Mil- waukee & St. Paul Ry. Pied- waukee & St. Paul Ry. Pied- mont-Fenlon. mont-Fenlon. 244 Engineering Association copper wires. The 4400-volt power is transformed to 110 volts for line circuits and the primary of the track transformers. The second- aries of the track transformers supply track circuit current through an external resistance and current for the signal lamps. Between Piedmont and Fenlon, 52 miles, there are 74 3Hposition and 10 2-position Model No. 14 light signals, 37 switch indicators, and 2 interlocking plants. The lenses of the Model No. 14 light signals are 10^2-in. in diameter, especially designed for long range indications. Under the most severe daylight conditions with the sunlight shining directly on the lenses the indication of this signal is effective on a tangent up to approximately 2500 ft. The impedance bonds have a capacity of 500 amp. per rail, except on steep grades, where larger bonds having a capacity of 1500 amp. per rail are used. Model No. 15, 2-position relays are used on track circuits which are of the double-rail type, and 2 or 3-position Model No. 15 and single-element vane relays are employed for line circuits. Aurora, Elgin & Chicago Railway (Wheaton-Geneva Junction) This installation consists of two miles, one block, of single track signaling with 2-light signals of the Model No. 13 type. The system of signaling is block with track circuit preliminary, and the track cir- cuits are of the double-rail type. The signal transmission current is 2200 volts, 25 cycles, and the trolley pressure is 600 volts, direct current. East St. Louis & Suburban Railway (French Village-Junction Road) The installation on this road consists of two miles of single track protected by five Model No. 13 light-type signals, operating on the block, with track circuit preliminary system. There are three track circuits, one of the double-rail type with Model No. 12 relays, two of the single-rail type with vane relays. The signal transmission current is 2300 volts, 60 cycle, and the trolley pressure is 600 volts, direct current. Public Service Railway (Newark Terminal, Newark, N. J.) This terminal is a center for interurban traffic and a transfer point for the railway company's city lines, and is one of the few trolley road terminals in this country equipped with modern interlockings and block signals. Report of Joint Committee on Block Signals 245 The tracks are on two levels with the inbound tracks leading to two or more unloading tracks which converge into a single track loop, then diverge into three loading tracks, and thence into a single out- bound track. All switches are of the single-point tongue type with the facing- point switches interlocked and operated from towers by means of direct-acting electro-pneumatic switch movements. Light signals, governing movements over the interlocked switches, give yellow and red light indications and are contr6lled by interlocking machines and alternating-current track circuits. Signals for movements over the non-interlocked converging switches are purely automatic, the indications being controlled by an arrange- Fig. 3. Suspended Interlocked Signals and Cabin No. 3. Newark Terminal Signaling-Public Service Railway Co. ment of circuits over contacts of the track relays for the track sections approaching the signals and the track section occupied by the switch, so as to prevent the clearing of conflicting signals. Tower No. r, which takes care of the operation of the signals and switches on the lower level, contains an interlocked electrically locked circuit controller machine having three levers for signals, and three levers for three switches, and a track model to indicate the approach of cars from Washington Street. Tower No. 2 is located at the entrance to the loading tracks' and on the upper level, and handles approximately fi5 cars per hour, the machine having two levers for two signals, and two levers for two switches. The machine at Tower 246 Engineering Associatio n No. 3 on Mulberry Street, with eight levers for eight signals, and three levers for three switches, is being operated during rush hours at the rate of approximately 300 lever movements per hour. Fig. 4. Automatic Converging Signals. Newark Terminal Signal- ing-Public Service Railway Co. Each signal lever is equipped with a mercury time release to secure approach locking and a semaphore indicator to show- when the lever can be placed to center or normal position after a train has passed the signal. Report of Joint Committee on Block Signals 247 Each switch lever is provided with an electric light indicator to indi- cate the presence of a train on the track circuit in which the switch is located. Switch levers are provided with detector locking and switch indication is secured through a special control of the lever for the signal governing over the switch. The track circuit control for the signals, except in the subway, extends only over the switches, this being done to allow cars to maintain as close a headway as possible. In the subway ten 3-position automatic light signals, controlled by the same number of track sections, protect about 1700 ft. of track. The 220-volt, 60-cycle employed for the signal system is secured by a 600-volt d. c— 220-volt a. c, 7.5 Kva. motor-generator, an emergency supply being secured from the 220-volt Kva. lighting system. Fig. 5. Switch Operating Cylinder, Switch Box, Electro-Pneumatic Valve, Compressed Air Tank and Relay Case. Newark Signaling- Public Service Railway Co. By using an automatic no — 220-volt track transformer, a 3-wire system is obtained. The no-volt current is used for all purposes except thuee track transformers at the far end of the subway, where 200 volts is furnished. Track transformers for feeding track circuits are of the air-cooled constant potential type, and resistors are used between the transformers and rails. Model No. 15, 3-position vane track relays are used for eight-track sections in which the interlocked switches are located to obtain switch indication, section locking and semi-automatic control of the interlocked signals. Single-element vane type relays are used for line circuits and all other track circuits. The entire system was placed in service May, 1916. 248 Engineering Association Fig. 7. Entrance to Subway and Automatic Block Signal. Newark Terminal Signaling-Public Service Railway Co. Report of Joint Committee on Block Signals 249 Fig. 8. A. C. Relays, Transformer Fuses and Resistances. Newar Terminal Signaling-Public Service Railway Co. 250 E ngin e ering Association Fig. 9. Motor Generator Set and Switch Board. Newark Terminal Signaling-Public Service Railway Co. Fig. io. Interlocking Machine for Operation of Switches and Signals in Cabin No. i and Illuminated Track Model. Newark Terminal Signaling-Public Service Railway Co. 252 Engineering Association Fig. ii. Interlocked Switch, Interlocked Signal and Operating Cabin No. 2. Newark Terminal Signaling-Public Service Rail- way Co. Report of Joint Committee on Block Signals 253 Pennsylvania Railroad (Broad Street to Paoli) This is an electrified four-track road, extending from Broad Street Station, Philadelphia, to Paoli, a distance of approximately 20 miles, the current for the operation of the trains being transmitted through an 11,000 volt contact wire. The signaling between Overbrook and Paoli is the first installation employing the new position-light sig- nals giving indication by means of rows of yellowish white lights instead of semaphores or colored lights. The blocks are approximately 4000 ft. in length, with signals located on bridges which are also used, with other bridges, to support the contact wires. Wherever possible double-rail track circuits are used in the automatic sig- nal territory in order to provide a maximum capacity for the return pro- pulsion current. The propulsion cur- rent is 25-cycle and the centrifugal type track relays for the signaling, operate on 60 cycles only, so the former does not affect the operation of the latter. Within the interlocking limits the track circuits are nearly all of the signal rail type, approximately 500 ft. in length and equipped with frequency vane type relays. All line relays are of the Model No. 12 type. Two sizes of impedance bonds are employed, one having a normal capac- ity of 75 amp., and the other 300 amp., both bonds being designed to take care of abnormal overloads. Most of the signals give a three-block indication instead of the cus- tomary two-block indication, this being accomplished by the use of two rows of lights. Fig. 12. Signal Mast Penn. R. R. Signaling Broad St. to Paoli. 254 Engineering Association Fig. 13. Pennsylvania Railroad Signaling. Broad St. to Paoli. Hoeschen Magneto-Magneto Mechanical Signals (Grand Rapids, Grand Haven & Muskegon Railway) Pilot lights have been used in connection with several recent instal- lations of the swinging-blade type of bell on the Grand Rapids, Grand Haven & Muskegon Railway. These bells are provided with a quick- acting, make-and-break oil switch which is capable of handling ordinary trolley voltages without excessive arcing. This switch is operated by the motor and while the bell is ringing the pilot lights are flashed. This arrangement gives a distant indication to the motorman of an approaching car. In case of a bell failure, he receives ample warning from the failure of the pilot light to give an indication so that he can approach the crossing under control. The Hoeschen signal is actuated by a powerful spring motor wound by the natural movement of the track rail, which is transmitted to the winding mechanism by means of a connecting rod and plunger lever resting against the base of the rail. The starting control apparatus is not in any way connected with the trolley or transmission circuit, this particular feature being considered as one of the chief advantages. The small electric impulse necessary to unlatch the bell when a car Report of Joint Committee on Block Signals 255 passes the control point is generated in a piece of apparatus also con- nected with the track rail and actuated by the depression of the rail as the car passes the control point. The generator consists of a lami- nated permanent magnet, through the poles of which two generating coils are bolted. A keeper placed across the faces of these two poles is operated by a scale lever and rail plunger. ■ The rail is left about 1/16 in. clear of the ties, and the base rests on top of the rail plunger. When a car passes over the rail at the con- trol point it causes it to reseat on the tie plates. This depresses the plunger and causes the free end of the scale lever to deflect and. kick the keeper or armature away from the pole faces of the coils, which are attached to the permanent magnet. This breaking of the magnetic circuit generates an electrical impulse which is sufficient to unlatch the bell-ringing, spring-actuated motor. The passage of the car by the crossing bell and the automatic winding due to the depression of the rail at the bell cut out the ringing mechanism. Some of the features emphasized by the manufacturer as of par- ticular value to electric roads are that no battery or trolley or high- tension connection is necessary, and that neither the rail bonding nor the block signal track circuits are interfered with. As the car itself actuates the control, the bell will operate equally well whether or not the train is motor or engine-driven or whether or not the trolley is on the wire. The indications available include the swinging bell, an illuminated sign reading " Danger " and a set of red and white semaphore blades which wave through an arc. Engineering Association Type of signal Trolley or third- rail k^!*!* CD QJ • . . CD CD CD . CD [>«J>t • • -}>t£H £h CD CD c[3 CD >H>H><>t o 3 cti o t-i u K3 cd cu cu cu cd a> cu ! ! Icu ! ! IS a] oj ^cd !^a> ! ^cd ^tG ^aj Average length of block «>O^OfOOOOOn H r- t- Tj- ro -3-00 t|-\0 ro O* r~ 00 W ro OvO *0 O MflOO't « N O Tt-lO OOOOh ro m ci i/) 1/5 n 0 0 0 0 O vO O IO O t>o0 O CO tN rOO H ro o h h tiovo CO -to O ro Miles of track signaled V •2 ° 3 O 1- i. SO None None None None None None None None 1-54 14. 10 1 -So None None ai .71 1 . 20 1 . 00 None 0 0 0 10 ro C5 O O 0 0 so o C a) C/2 *> ■OOhOcnOOOOOOOm •OvOOCvO -Oi • - OOONO • Nr-OOooomOCNCNio-t • O r~ O r~ • cn ■ ■ ino ifl ■OO N NO OO «)C1 OOO ■ N H o MAN • f~ • 'Ifl^lOO ■ N n t^T M « HO • hCI C3 WCO - tN • • O N • m ro A H • ■ • CJ oi ■*-> C o t>>- o Co In H Report of Joint Committee on Block Signals ■2 ^-ts — u *~ ^ fro ) -3- O O cs o o 1000 r^0»O s.s> 3 3 5 9 CO Q\ O i-t cq rO'^iO'O 01 CS POf^fOf^fOfOro 258 Engineering Association APPENDIX C SUMMARY OF NFORMATION REGARDING HIGHWAY CROSSING SIGNALS COLLECTED BY COMMITTEE ON BLOCK SIGNALS FOR ELECTRIC RAILWAYS Key To Companies arkansas : 1. Fort Smith Light & Traction Co., Fort Smith. 2. The Pine Bluff Co., Pine Bluff. CALIFORNIA : 3. Monterey and Pacific Grove Railway Co., San Francisco. 4. Pacific Gas and Electric Co., Sacramento. 5. San Diego Electric Railway Co., San Diego. 6. San Francisco-Oakland Terminal Railways, Oakland. 7. United Railroads of San Francisco, San Francisco. COLORADO : 8. Grand River Valley Railway Co., Grand Junction. CONNECTICUT : 9. Bristol & Plainville Tramway Co., Bristol. ILLINOIS : 10. Galesburg & Kewanee Electric Railway Co., Kewanee. 11. Metropolitan West Side Elevated Railway Co., Chicago. INDIANA : 12. Chicago, Lake Shore & South Bend Railway Co., Michigan City. ^Chicago, South Bend & Northern Indiana Railway Co., South Bend. 3* I Southern Michigan Railway Co. 14. Evansville Railways Co., Evansville. 15. Fort Wayne & Northwestern Railway Co., Kendallville. 16. Interstate Public Service Co., Columbus. (Louisville & Southern Indiana Traction Co., New Albany. r'' I Louisville & Northern Railway & Light Co., New Albany. 18. Terre Haute, Indianapolis & Eastern Traction Co., Indianapolis. 19. LTnion Traction Company of Indiana, Anderson. iowa : 20. Sioux City Service Co., Sioux City. 21. *LTnited Light & Railways Co., Davenport. 22. Waterloo, Cedar Falls & Northern Railway Co., Waterloo. * Operates following companies: Tri-City Railway of Iowa. Tri-City Railway of Illinois. Moline, Rock Island and Eastern Traction Company. Grand Rapids, Grand Haven and Muskegon Railway Company. Cedar Rapids and Marion City Railway Company. Clinton, Davenport and Muscatine Railway Company. Mason City and Clear Lake Railroad Company. Report of Joint Committee on Block Signals 259 KANSAS : 23. Topeka Railway Co., Topeka. KENTUCKY : 24. Louisville & Interurban Railroad Co., Louisville. MAINE : 25. Cumberland County Power and Light Co., Portland. MARYLAND : 26. Cumberland & Westernport Electric Railway Co., Frostburg. 27. LTnited Railways & Electric Co. of Baltimore, Baltimore. 28. Washington, Baltimore & Annapolis Electric Railroad Co., Balti- more. MASSACHUSETTS : 29. Massachusetts Northeastern Street Railway Co., Haverhill, j Springfield Street Railway Co., Springfield. 30- I Worcester Consolidated Street Railway Co., Worcester. MICHIGAN : 31. Benton Harbor-St. Joe Railway & Light Co., Benton Harbor. 32. Detroit United Railway, Detroit. 33. Michigan Railway Co., Jackson. 34. Saginaw-Bay City Railway Co., Saginaw. MINNESOTA : 35. Minneapolis & St. Paul Suburban Railroad Co., Minneapolis. MISSOURI : 36. Kansas City, Clay County & St. Joseph Railway Co., Kansas City. 37. St. Joseph Railway, Light, Heat & Power Co., St. Joseph. MONTANA : 38. Missoula Street Railway Co., Missoula. NEW JERSEY : 39. Jersey Central Traction Co., Keyport. 40. North Jersey Rapid Transit Co., No-ho-kus. NEW YORK : 41. Elmira, Corning & Waverly Railway Co., Elmira. 42. Elmira Water, Light & Railroad Co., Elmira. 43. International Railway Co., Buffalo. 44. New York Municipal Railway Corporation (B. R. T.), Brooklyn. 45. New York State Railways, Rochester Lines. 45a. New York State Railways, Utica-Syracuse Lines. 46. United Traction Co., Albany. 260 Engineering Association ohio : 47. Cleveland & Eastern Traction Co., Cleveland. 48. Columbus Railway, Power and Light Co., Columbus. 49. Mahoning and Shenango Railway and Light Co., Youngstown. 50. Northern Ohio Traction and Light Co., Akron. 51. Toledo & Western Railroad Co., Sylvania. 52. Western Ohio Railroad Co., Lima. OKLAHOMA : 53. Oklahoma Railway Co., Oklahoma City. OREGON : 54. Portland Railway, Light and Power Co., Portland. PENNSYLVANIA : 55. Buffalo and Lake Erie Traction Co., Erie. 56. Eastern Pennsylvania Railways Co., Pottsville. 57. Harrisburg Railways Co., Harrisburg. 58. Scranton & Binghamton Railroad Co., Scranton. 59. Wilkes-Barre Railway Co., Wilkes-Barre. RHODE ISLAND : 60. The Rhode Island Co., Providence. TENNESSEE : 61. Chattanooga Railway and Light Co., Chattanooga. TEXAS : 63. ■ Austin Street Railway Co., Austin. 64 Galveston-Houston Electric Railway Co., Houston. UTAH : 65. Salt Lake and Ogden Railway Co., Salt Lake City. 66. LTtah Light and Traction Co., Salt Lake City. VERMONT : 67. St. Albans & Swanton Traction Co., St. Albans. VIRGINIA : 68. Roanoke Railway and Electric Co., Roanoke. WASHINGTON : 69. Puget Sound Electric Railway, Tacoma. WEST VIRGINIA : 70. Monongahela Valley Traction Co., Fairmont. WISCONSIN : 71: Sheboygan Railway and Electric Co., Sheboygan. CANADA : 72. Winnipeg Electric Railway Co., Winnipeg, Man. ILLINOIS ( SUPPLE M EN ARY) : 73. Illinois Traction System, Springfield.- Report of Joint Committee on Block Signals 261 l°a •d.c M ■5 ■a E ° 3 M c •r .2 i> d g sic 0 C+3 Or; 10 c O g C 8 ^ "H c <* s .2 ° 0.2 « C g 5=3 60"" O (U O m 5 ? as a HI- ■jug cu'w 3 ^ +^r3 to c! cS 1-5 eo-g 'w c3 "0 s t Z >.s w ft >>ia - S . m "'ti bo o 2 4*.— y a) B^-d 3 1,1 sal§|„ XI c ■Si B c 3 bo ^ B ^- B 3.2 TT TO W tL» 2 * aj B p O B ■a 2 B 3 42 '> a> v- .. 4) D J) > C b o K •2 2 S III c 2 B.2 •2 t "TJ B pi a „ g-S D a) i£ o > ~ I'M 8 Ji-a o o B 3 5J c c x ■3 °.2 0 O o ft c a > QJ C a! a §j"9 3 O > 1.1 3 > B JO 8j 2 « Bj 'S o JB*d 3 .S3 •§« w B_g 43 B > B rt.2 X! B •°.s ^•3 60 ■a c c 2 00 *: . 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Crt cn 8.2 3" « a m S 01 £a 2 CD q H a> ftg g ? o o bo ■d u_, ra "1 r! • C-j ciOgbi 2 as +=.a 14 o 2 — O CD Ul -* MPh ft I p bo -t'vi t- . cS a S? * g'S O o o c nil c S in-0 J= >.■ o 3 pi ctj nj g O 01 2 S 01 ca-r; cvS5 ►•a 2rt _ ! S CD- bo ^^2 C C ct) '3 bo c C 3 bo a! oJ1^ cu cn ^ M .3 ci til +^ P C-> 268 Engineering Association g 2 <2Q H B 3 ca 5 tr 3 0r£"o * £ * > E c EO fa °: -a* £° U "J Q) (L> c : Sf-o « M S ca-o > o O w m g c & .2 O CS ~ M 60 O .2 * g C -2 fa .2 o.2 *j .co ca c ° -0 c CD"-* ca"3 x) s 2 oi Cfl •o • ca g 5 ca o.H •Q-O s a)-" Ja2 xi 5 s£ •S ^ o§ 3-a .w'O C CD 0 01 „; g-S-s 1 .S-S 60 O "3 ,-.2 M_ 1 15 1 g-s sin g-O^'Sx- ■a fl w o •O-- C«*h - a o o.E — « £ .£2 CD >>TH< ^ g e 3 3 m .3 O 10 Yes. . Yes. . Yes. . Yes Yes. . Yes. . No... Yes. . 0 ro 0 1^ vO O w a 0 Report of J oifit Committee on Block Signals 269 Semaphore paddle. The kind most commonly used is fair, but if there is some way to draw attention to signal, it would be an improve- ment. Swinging disc or blade, illuminated at night in some dependable manner and to possibly include flashing danger signal. > C Q > Some conspicuous signal de- sired. Should have doth audible and visual indications. Visual signal is better on ac- count of automobile traffic > Yes Desirable, although we doubt the ability of public to properly inter- pret the various indica- tions. >- No, there is room for_ im- provement. Yes, under certain con- ditions, but think proper signs ample in a gn at many cases where signals are now installed. 270 Engineering Association 12 .2 ™ ^ 8 3 oi £"3 o J! 2 n) •Sue bo O •S -s S"d a! O 1- s .3 'a! o o a E . ft 0^2 03 o a! O boil) .S.S'3 bo tn ^ bo > S S3 ,5 aJ 03 aJ d 05 H n) 0) JJ 5 c u

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B>.a a; C £ > cs ? cst> o > bo.S +3i| CD* cs CD +^ w 288 E ngin eerin g Association !> u xn C rj U-Z< s § o t5 OJ.P >, ft oJ |8§||g§ •m D a & m •« c o +e Ssiis o °-S S || 8 gt|^ » •gP.c-5Eai g ^ c° I ° S gj.l? °*o „-„e 5 M h bo .S"c-s a- ° a s C ju^fl tfl o 5 r"-5 °J £ 9 3 bo bo"? a o 0) •-i y to o ffl C 3 (1 X ft a) P, o P !2 s « O o "5 w P p a5 do a) c $ e ° o-S ^ 2 m+3 P o p S P p ^ ^ a^-d p S i „ 2 April 8 6qq Mar. 25 601 Mar. 18 Mar. 4 457, 0 432 Jan. 22 c. 172 Jan. 1 20, c. 9 TQT ? Dec. 18 122^ Dec. 4 1 1 IQ Dec. 4 1 1 12 Nov. 27 1 100 Nov. 27 IO9O Nov. 20 Oct. 9 784. Oct. 9 764 Sept. 4 423 Tiilv 1 2 Jan. 30 27.1 Oct. 17 May 2 906 1000 TOT 1 Dec. 27 1335 Sept. 27 Ac no. 507 Mar. 29 567 Mar. 15 578, c. 572 505 1912 Oct. 11 791 Oct. 5 623 1911 May 27 924 1910 Aug. 20 302 Report of Committee on Transportation-Engineering 303 Articles on One-Man Cars Appearing in Electric Railway Journal — (Concluded) Title Author Issue Page No. Cb.cith.cim Construction Co., Brunswick , Ga 1909 Dec. 11 I9I5 Mar., 1916 1 194 246 Proceedings American Electric Railway Transportation-Traffic Association — ■ " One-Man Car Operation " Stone & Webster Journal — " The One- Man Car and its Adaptability to Street Railway Service " c. 0. Birney . ■ Articles on One-Man Cars Appearing in Electric Traction Feb. 1913. Page 108. Description of one-man cars of the Public Service Co., of Northern Illinois. Feb. 1915. Page 108. " Experience with the One-Man Electric Car in Sma41 Cities ", by R. M. Howard. Apr. 1915. Page 241. " The One-Man Car ", paper read by J. M. Bosenbury before meeting of I. E. R. A. Nov. 1915. Page 731. "One-Man Cars for Anderson, S. C." De- scription — News Item. Dec. 1915. Page 748. " Service of One-Man Cars on Charles City Western Railway." Cut of car used on page 747. Aug. 1915. Page 450. " One-Man Cars for Kenosha Lines." News Item-Description and Diagram. Jan. 1916. Page 15. " One-Man Car Legislation in Massachusetts." News Item. # Jan. 1916. Page 16. "One-Man Cars for Tuscon." News Item. Feb. 1916. Page 99. " One-Man Car Operation." Description of service on Waterloo lines. Feb. 1916. Page 139. "The One-Man Car Problem." Editorial. Feb. 1916. Page 169. "Rutland Railway to Operate One-Man Cars." News Item. Feb. 1916. Page 175. ' One-Man Car Operation Advocated for Massachusetts." News Item. Mar. 1916. Page 268. "Register Equipment for One-Man Cars." F. R. Phillips: — Mr. President and Gentlemen': Owing to the lateness of the hour, and the apparent apathy on the part of those present to discuss subjects of this kind, with permission of the Chair we will merely abstract the report. 304 Engineering Association As to the withdrawal of Mr. Winsor as a member of the Committee, I happen to know it was with considerable regret on the part of the Executive Committee that they were com- pelled to accept Mr. Winsor's resignation, and that with more or less reluctance it was called upon to ask the speaker to take his place. The work of the Committee has been surrounded with some unfortunate circumstances this year, which is our alibi for the rather poor report which we present ; however, it was unavoidable. The unusal industrial activity has had a great deal to do with the inability on the part of the members of the Committee to contribute the time and attention to these subjects that they really deserve. Mr. Phillips then presented the report in abstract, and dur- ing the presentation said : We have merely aimed to present for your approval as much of the development of the use and construction of one-man cars as we were able to gather together. In view of the rapid change in the art of one-man car operations, the Committee thought it unwise to make any recommendations of any sort or character, leaving that until a later date, perhaps. In an attempt to define the subject as closely as possible, a program for the investigation of the subject was laid down, and you will find throughout the report a discussion on this subject along the lines as laid down in the program. Through the assistance of the Secretary's office, we gathered information regarding some one hundred or more companies engaged in the use of one-man cars, and the report of the Committee has been predicated upon the information as to the operating companies. We also addressed communications to the car builders and apparatus builders, who are concerned in the construction of one-man cars, but they did not seem to be much interested in our inquiries. You will note on the succeeding pages of the report an out- line and a discussion of each item of the outline, bearing in mind the fact that the report was based on the experience of those who have used the cars. From my own personal Report of Committee on Transportation-Engineering 305 information, there are one or two points which might be enlarged upon, and with your permission, I will mention them. They are on page 294. In closing the report, I wish to say that we have submitted an appendix which is the beginning, perhaps, of a bibliog- raphy upon this subject. President Lindall : — Gentlemen, the report is open for discussion. I understand that Mr. Bosenbury is in the room, and we will be glad to hear from him. Discussion of Report of Committee on Transportation- Engineering. J. M. Bosenbury : — Not having been provided with a copy of this report before coming to the Convention, I am not pre- pared to enter into any detailed discusion concerning the points raised. However, with reference to the subjects as they are enumerated here, and in connection with question number one, namely, " Under what Conditions is it Con- sidered Desirable to operate One Man Cars?" I might say that our first consideration of such operation was prompted by a desire to change a lot of figures in our reports from red to black. We observed that two-man operation, as previously established, was a losing proposition, because of the rapidly increasing number of privately owned automobiles which decreased our earnings, and at that time indications pointed to still greater numbers of such automobiles, which has since been borne out. To the necessity resulting from this, has more recently been added an enormous increase in cost of materials, and some increases in labor. The conditions establishing one-man operation were there- fore more in the line of necessity than of desirability, and we were pleased to inaugerate such operation wherever the situation and our means would permit. The question came up as to whether we were to convert old cars or build cars specially designed for the purpose, and in 1912 it was determined to build eleven cars of special construction and equipment. We put six of them in service at Wichita, Kansas, one at Oskaloosa, Iowa, and four at Ouincy, Illinois. 306 Engineering Association These cars, however, did not embody the light weight feature to the degree now being practised. They were arranged for single-end operation, mounted upon single trucks, and equipped with air brakes, air-operated control, air- operated doors, and a safety release for the controller. The air-operated devices were arranged to provide safety features and were installed to overcome some objections to one-man operation by the City Council of Ouincy, Illinois, by whom one-man operation was considered unsafe. We were successful in convincing them that the proposed one-man operation would be safer than the two-man operation then practiced, and were given permission to proceed. With respect to item number two, , " The Effect of Frequency of Service upon Riding Habit," we were not so particularly concerned with the possible increase in gross revenue as we were with effecting economies. In analyzing the details of one-man operation on the smaller properties, and, in fact, on all of the properties, we determined that a saving in platform expense and current consumption of from 25 to 30 per cent could be effected, over what was being expended for two-man operation, and this provided for an increase in car miles, meaning improved service, of from 25 to 40 per cent. I am not prepared to say what effect has been observed in connection with increased gross revenue resulting from this operation. The third item, " Reduction in Cost of Operation," has been already referred to. The fourth item, " The Possibility of Furnishing Transpor- tation for the Public Because of Reduction in Cost of Operation," did not receive serious consideration in this connection for the reason that our principal aim was to make the present lines pay by improved service and economy. How- ever, if no improvement in service is necessary, it is obvious that funds are available for extensions which can be con- structed of lighter materials than used at present, because of the lighter car units operated, and can, in fact, be provided to a greater extent than would be the case if the heavier type of car, requiring heavier construction, were to be used. Report of Committee on Transportation-Engineering 307 Relative to the fifth item, "Attitude of the Public," it has been our aim to place the matter before them in the light that they are to receive a portion of the benefits, resulting from more economical operation, by improvement in service. This has created a favorable situation and certainly rests more easily on the raihvay company than if the improvement in sendee by large, heavy cars were forced. As to the sixth item, " Attitude of Public Service Com- missions," the speaker has had no controversy, but has had some discussions with municipal authorities. These discus- sions were usually concerning safety in one-man operation and, after showing how this element had been secured, there were no further objections. In connection with item seven, " Franchise Stipulations," wherever stipulations requiring two men on the car, or other interference, were found, we have not undertaken one-man operation. However, we do not anticipate that such require- ments, imposed in the past, would form a barrier to the more modern and improved service. Question eight, " What Additional Duties are required of the Operator, if any, and the possible solution of Assistance from Street Inspectors?" It is obvious that the Operator of a one-man car is responsible for the duties of both the motor- man and conductor in two man operation, and therefore has more duties than either had previously, and it has been found that while the service has been slowed down to a certain extent when started, it was quickly brought back to normal after the people became accustomed to front-end entrance and exit. Street inspectors are of great assistance in inaugurating the service, but it has not been considered necessary to increase the force. Question nine, " Should One-Man Cars be operated as Xight Cars ? " has not received detail consideration by us, for the reason that our cars of that type are operated as cars in regular service, and meet the requirements of a full day's work. Aside from the question of owl car operation, we can see no difficulties in the way of one-man operation at night. 3o8 Engineering Association The owl car situation is one to be handled in accordance with the characteristics of the traffic. With reference to item ten, " Difficulties of Operation," in connection with (a) "Grade Crossings;" we have not found it necessary to make any special provision for grade crossing protection. The operator of our one-man cars flags the rail- road crossing in the same manner as the conductor on the two-man cars. We appreciate the fact, however, that railroad grade crossings may involve such a multiplicity of tracks that it would be advisable, even with two-man cars, to have a flagman installed at that point, and where such conditions arise we plan to handle the matter in that way. (b) "Trolleys." Nearly all of our one-man operated lines have loops and it is not necessary, therefore, to turn the trol- ley. We have considered the possibility of the trolley coming off in regular operation, and do not feel that the situation under one-man operation is any worse than where near-side cars are operated with both motorman and conductor on the front platform, or where closed cars are operated, when it is necessary to come to a full stop and open doors in order to' gain access to the trolley. (c) " Fare Collection." It has been our endeavor to install fare boxes on all cars being operated by one man, and we believe some such receptacle should be provided in all cases. We are also of the opinion that the question of fare collec- tion offers a field of investigation and development which can be made to lend a great deal of assistance in one-man operation. (d) " Collection and Distribution of Transfers, making Change, etc." The transfer situation is also a field in which we believe considerable progress can be made, providing for greater facility than is now ordinarily possible. In connection with question number eleven, " Is it Advis- able to Operate on some Roads with other Types of Cars ? " we find no interference where one-man cars are operated for limited distances over the same tracks with two-man cars, but it must be appreciated that the one-man car is essentially a front-end entrance and exit car whereas the two-man front- Report of Committee on Transportation-Engineering 309 end exist cars are usually rear-end entrance. Should it be possible to have all of the cars of the one-man type, there would be no more confusion in this respect than exists at present where all of the cars are two-man type, having rear- end entrance. In connection with this item, also, it has been observed that in the operation of one-man cars over the same lines with other types of cars, it is practically necessary to install the air operated devices, including air brakes, in order to make a satisfactory progress through congested districts. With reference to item twelve, concerning the size of the car and its seating capacity, we consider this a very important item and have found that cars designed to take care of average requirements will be considerably smaller than the average type of car now operated. Having in mind the possi- bility with respect to the reduction in weight, it is seen that this becomes an important item, and our idea is to operate a car of such capacity that it can make a satisfactory net earn- ing during all of its period of daily operation, rather than during rush hours only. The rush hour service should be accomplished by the use of more cars of the same type. All of this tends to the car of less seating capacity than formerly where the double-truck car is used, and this is a distinct advan- tage in connection with one-man operation, because of the smaller number of passengers to be handled per unit, but where the single-truck car is used at present even with the ultra light weight car, the seating capacity is materially increased where the car is single-end on account of the use of that portion of the car which would be the platform on a double-end car for seating passengers. Thus it will be seen that where a single-end, single truck light weight one-man car is used to replace the ordinary double-end single truck car, the service in seat miles will be increased even though the same number of cars are used. Item thirteen, " Possibility of Reduction of Boarding and Alighting Accidents," has been drawn to our attention quite forcibly through the Claim Departments on our properties which have used the type of one-man car referred to. It has been demonstrated to their satisfaction that this class of Engineering Association accident has practically been eliminated, and, based upon their observation in this respect, recommendations have come forward looking toward the extension of this class of service and type of car to the entire property. It is presumed that the element tending to eliminate accidents of this character results from the undivided responsibility for operation. In connection with question fourteen, " Design of Entrance and Exit Ways," it appears to be largely a question of local practice and ideas as to whether entrance and exit shall be separate or combined. Fundamentally, it is believed that a combined entrance and exit will operate to best advantage, for the reason that the movement of the patron is well defined in one direction or the other, and less confusion results. The control of the entrance and exist should be by power rather than manually, and this has been provided for in con- nection with our cars. It has been found possible to provide for the operation of doors and steps by means of air pressure, in such a way that some of the operations can be accom- plished simultaneously rather than separately, as is the case when manual operation is required. This permits of main- taining high average schedule speeds, and we believe is an essential element of successful one-man operation. As to question number fifteen, " What Should be the Seat- ing Arrangements," we believe this depends largely upon the determination with respect to the entrance and exit passage- ways. If the entrance and exist passageways are combined, and the traffic is in one direction or the other only at any one time, it is obvious that extra space around the entrance and exit is not necessary and therefore cross seats can be installed up to the platform. On the other hand, if entrance and exit passageways are separate, so that traffice operates in both directions, it would appear advisable to have longitudinal seats at the front end of the car. In relation to question sixteen, " What is the Need of Emergency Exit? " we have made use of such an exit because of requests by municipal authorities in some cases. Since the emergency exit is automatically and reliably controlled by the operator of the car, we can see no objection to having Report of Committee on Transportation-Engineering 311 such an exit; and, on the other hand, we believe that cases will arise where it will be found desirable to have means of egress at the rear of the .car: As to question seventeen, " Should Brakes' be Operated by Power or Manually," we have concluded that any arrange- ments provided which will tend to eliminate the physical effort required by the operator to accomplish the normal functions of daily operation will result to good advantage. Further- more, resulting from our efforts to provide the satisfactory automatic safety elements, we have found it desirable to make use of compressed air and, such being the case, air brakes follow as a natural sequence. We have encountered no diffi- culties in making installation of air brakes to our cars, and believe that this item constitutes a considerable advantage in introducing the service to the public as well as municipal authorities and public service . commissions. With reference to item eighteen, " Take into consideration the Use of the Various Automatic Devices," we are of the opinion that the operation of our city cars will in the near future become more highly efficient from the use of auto- matic devices than has been the practice in the past. It is plain at the outset that the operation of any of the individual feaures for control by reliable automatic device's can be guar- anteed to a greater extent than where the same operation is dependent upon manual effort. In connection with question nineteen, " Consider Various Types of one-man Cars now in Operation," outside of the first lot of specially designed one-man cars, our organization did remodel and rebuild a considerable number of old cars — con- verting them into the one-man type, but, as might have been expected, they are not proving as economical and popular in their operation as the specially designed one-man car. This may be due largely to the fact that the special type of one-man cars were new cars of modern construction, whereas, of course, the conversion of old cars does not present so pleasing an appearance to the public, unless such conversion is undertaken on a large scale. It is believed that where conversion of old cars is involved it is advisable to make them 312 Engineering Association as modern in appearance as possible, in this way demonstrat- ing to the public that an honest effort looking toward improve- ment in service is being made. C. M. Larson : — In Wisconsin, the Railroad Commission has supervision over the operation of street cars, this super- vision extending to the type of car to be used. As to the one- man car which has been operated more or less in Wisconsin, if may be well to say a few words here relative to the attitude of the Wisconsin Commission towards the one-man car. After considerable investigation the Commission is disposed to look very favorably upon the operation of the one-man car where conditions are such that this can be done safely and good service rendered. It is believed that, taking into account all phases of the subject, there are certain situations in which better service can be supplied by use of the one-man car than by use of the car requiring two men for operation. The report of this Committee seems to be along lines of investiga- tion very similar to those conducted by the Wisconsin Com- mission and it has handled the subject very satisfactorily. In the operation of the one-man car the Wisconsin Com- mission requires that railroad grade crossings receive such attention as may be necessary to insure safety to passengers and employes'. This refers to the handling of cars at rail- road grade crossings as well as to the design of the car with reference to the door operating mechanism and emergency exists. The Commission is also interested in the design of the car with respect to facilities for rapid loading and unload- ing, it being considered important that the movement of pas- sengers be expedited as much as possible. Having taken proper and necessary precautions with respect to safety and also with respect to the car design, it is probable that the operating companies need have no fear that commissions will interfere with the operation of the one-man car where such operation does not prove detrimental to public interests. President Lindall : — There being no further discussion, I will ask Mr. Phillips if he wishes to add anything in closing the discussion. Report of Committee on Transportation-Engineering 313 F. R. Phillips : — There seems but little to add to the report except the appreciation of the Committee for the remarks of Mr. Bosenbury and Mr. Larson of the Wisconsin Commission. We are very glad to know that the Commis- sions, at least the Commission in Wisconsin, are inclined to be favorable and reasonable, and that is all we could ask. There are one or two points brought out by Mr. Bosenbury bearing on the cost of operation, which we might discuss. Is it not a fact that the mere reduction in the weight of a car has contributed a large part towards the reduction in the cost of operation itself, without regard to whether the car was operated by one man or two men? Recent developments in the art of the construction of car equipment have demon- strated the fact that substantial reduction in operating costs, and perhaps in maintenance costs, may be obtained by con- fining our efforts to the refinement of car construction details. Also we should not fool ourselves about this question of a large saving in operating expense resulting in the elimination of one man from the car. Is it not true, as a matter of fact, that the additional duties imposed upon one man automatically slows up the schedule, and in turn automatically increases the cost of operation. My point is that we should consider all of these facts as well as all contributing factors in connection with the matter of economy of one-man car operation. President Lindall: — -If there is nothing to add to this discussion, and there is no objection, we will consider the report accepted and extend the thanks of the two Associa- tions to the Joint Committee for its valuable work and able report. The meeting now stands adjourned. ' WEDNESDAY'S SESSION October 11, 1916 President Lindall called the meeting to order at 2.30 p. m. President Lindall : — The first item on our program this afternoon is the presentation of the Report of the Committee on Power Generation, Mr. J. W. Welsh, Chairman. Mr. Welsh presented the report, and during its presentation made the following remarks : The summary of Recommendations on the A. I. E. E. rules appears to cover a wide range. It is due to the fact that the Committee on Power Generation were assigned certain para- graphs from the Standardization Rules to be considered, and the various headings are not given in the summary. In the report on 60-cycle apparatus, the blank form describ- ing the things required was prepared by the Committee and submitted to the manufacturers to secure the information contained in Table I. The table on page 324 shows a comparison of the 191 5 and 1913 types of transformers, both in this table and in the previous table on Rotary Converters, and the Committee has shown side by side the two types of apparatus, which are for direct comparison. The subject has been extended to cover 25-cycle apparatus as well as 60-cycle apparatus, because the changes in design have affected both frequencies. There is one point I would call attention to in studying these tables, and that is the question of load factor. The load factor as shown here is somewhat unsatisfactory. The load factor here used is the ratio of the maximum one-hour peak in the month and the average consumption for the month, and it does not seem that that is a fairly typical value. An attempt was made to compare the cost of power during the different months by making a correction for this load factor, but it was impossible to get any very consistent results. It seems that it would be necessary to take a daily load factor because of [314] Report of Committee on Power Generation 315 the fact that one maximum peak in the month would give you an unusual load factor which would not be typical. Another point that should be mentioned is that the various accounts which are shown here are not the entire number of accounts which constitute the total cost of power. The Com- mittee left out Account 45 which represents Superintendence, because it was felt that this item might vary considerably among some of the smaller companies as compared with the larger companies, and to that extent the total cost of power is slightly less than it would be had this account been included. REPORT OF COMMITTEE ON POWER GENERATION To the American Electric Railway Engineering Association: Gentlemen: — The Executive Committee of the Engineering Asso- ciation assigned the following subjects for consideration by the Committee on Power Generation : 1. Review of Association's existing Standards and Recom- mendations. 2. Consideration of Standardization Rules of the A. I. E. E. (July 1, 191 5 edition) insofar as they apply to the work of this Committee. 3. Advantages and disadvantages of 60 Cycle Apparatus, with particular reference to Rotary Converters for Railway Service. (The Committee should take up this subject as regards commutat- ing pole rotaries, as the paper in the 1914 Report dealt only with those on the non-commutating pole type.) 4. Collect and, if practicable, publish data and information that may be available in regard to operating performances of railway power systems. 5. Report on good practice in regard to Smoke Abatement from the standpoint of Smoke Observations and Appliances and Devices used for determining Smoke Density. 6. Consideration of the Boiler Code of the A. S. M. E., looking to its adoption by this Association. 7. Specifications for the Purchase of Fuel. 8. Consideration of Tentative Safety Code of the U. S. Bureau of Standards insofar as it affects the work of this Committee. The first meeting of the Committee was held at the Association Headquarters in New York City on Friday, January 14, 1916 at which the following members were present: Messrs. A. B. Stitzer, F. S. Freeman, G. T. Bromley, W. E. Rolston, J. W. Welsh, Chairman, C. W. Stocks and Mr. Frank Kingsley of the Electric Railway Journal. A general discussion occurred taking up the principal points for 3i6 Engineering Association consideration under each subject. The work was divided among the members by appointing subcommittees to consider and report upon each subject for the purpose of providing a preliminary report in this way for consideration by the entire Committee at a final meeting. The assignment of work was as follows : Subject Subcommittee 2. Mr. G. T. Bromley, Chairman; Mr. A. B. Stitzer and Mr. J. G. Swain. 3. Mr. A. B. Stitzer, Chairman;. Mr. G. T. Bromley and Mr. J. G. Swain. 4. The entire Committee. 5. Mr. W. E. Rolston, Chairman; Mr. H. G. Stott and Mr. F. S. Freeman. 6. Mr. H. G. Stott, Chairman; Mr. F. S. Freeman and Mr. L. E. Sinclair. 7. Mr. F. S. Freeman, Chairman; Mr. G. H. Kelsay and Mr. W. E. Rolston. 8 Mr. G. H. Kelsay, Chairman ; Mr. W. E. Rolston and Mr. L. E. Sinclair. Under Subject No. 4, relating to Collecting Data of Power Stations, the Chairman sent out blank forms to be filled in by each member of the Committee and returned to the Chairman for summarizing and calculation of unit costs and general comparison. Under Subjects No. 2 " Consideration of the Standardization Rules of the A. I. E. E." and No. 8 " Consideration of the Tentative Safety Code of the U. S. Bureau of Standards", the particular items to be considered by the Committee on Power Generation as well as the other Committees of the Association were agreed upon in conference between Mr. C. L. Cadle, Chairman of the Committee on Power Distribution, and Mr. J. W. Welsh, Chairman of the Committee on Power Genera- tion under the instruction of President Lindall. SUMMARY OF RECOMMENDATIONS The following recommendations are made regarding each subject: Subject No. 2. — This report contains certain suggestions and recommendations relating to proposed changes in the Standardiza- tion Rules. It is recommended that these suggestions and recom- mendations be referred to the Executive Committee, and if approved by them that they be submitted to the American Institute of Electrical Engineers for their consideration in making revisions. Subject No. 3. — This report contains a tabulation of 25 and 60 cycle rotary converters and transformers together with a sum- mary of conclusions based on a comparison of the most recent designs, with those of several years ago, in these types of equip- ment. This is for the information of members. Report of Committee on Power Generation 317 Subject No. 4. — This report consists principally of tables of power station performance data and is for the information of members and should become a permanent record of present day practice. It is recommended that next year's Committee continue this subject. Subject No. 5. — The Subcommittee was unable to make a report on this subject. Subject No. 6. — The recommendation of the Committee is for the adoption of this report as a Standard of the Association. Subject No. 7. — This subject was covered very completely by last year's Committee and no additions or changes are suggested by this year's Committee. Subject No. 8. — It was the purpose of this year's Committee to make a thorough report on this subject but owing to the great amount of work involved in the new Safety Code and the fact that it is still in a very tentative state prevented the Committee from preparing adequate criticisms. It is strongly recommended that this subject be referred again to next year's Committee for consideration. No final meeting of the entire Committee was held. A tentative draft however of the final report was sent to each member of the Committee on June 24, 1916, for criticism or approval. STANDARDIZATION RULES A. I. E. E. At the suggestion of President Lindall the work of reporting specifically upon each paragraph in the Rules has been subdivided among the Committees of the Association. The portions assigned to the Committee on Power Generation are the following: Par. 250 to 634 inclusive — " Standards for Electrical Machinery ". Par. 250 to 253 inclusive are explanatory definitions. Par. 260 — "Objects of Standardization". It is suggested that the list of approved limitations to which electrical machinery shall con- form in operation should include a limitation in regard to " Noise " and a limitation in regard to " Vibration ". Par. 261 to 267 inclusive — Definitions relating to " Rating " and " Capacity ". Par. 274 to 277 inclusive — "Units of Rating". The rating of motors is expressed in "kilowatts" at the shaft instead of "horse power ". An exception to this rule is made in the case of railway motors which in some cases are rated by their input in amperes. Par. 281 to 288 inclusive — "Kinds of Rating". The only kinds of rating recognized are: "Continuous", "Short Time", "Nominal" and "Duty-Cycle". No provision is made for performance of machin- ery at any overload except in the case of " Nominal " ratings. The latter are used for railway motors and substation machinery. In other words a single rating, corresponding to one of the above, takes the place of the customary time and momentary overload guarantees. 3i8 Engineering Association Par. 300 to 325 inclusive — Definitions relating to " Heating " and " Temperature ". The standard ambient temperature of reference for air is made 40 deg. C. instead of 25 deg. C. as formerly. No correc- tion is made in the temperature rise for other ambient temperatures under 40 deg. C. except for air blast transformers where a cor- rection is made to take account of changed resistance when the cooling air is not admitted at 40 deg. C. It is suggested that this change in resistance would occur in other machinery when the ambient temperature is not 40 deg. C. For water-cooled transformers 25 deg. C. is made the standard ambient temperature. It is to be noted that this permits an increased rating for water cooled transformers for the same ultimate temperature, since the temperature rise is 15 deg. C. greater than for other classes of apparatus. Par. 340 to 356 inclusive — " Methods of Making Temperature Measurements ". Par. 375 to 392 inclusive — " Temperature Limits ". These rules specify the " Ultimate Temperatures " and not the " Temperature Rises " in fixing the thermal limitations in the capacity of electrical machinery. These ultimate temperatures for the given classes of material affected are based upon the maximum values at which opera- tion may be continued for long periods without deterioration or short- ening of life. The ultimate temperature specified for cotton, silk, paper, etc., when untreated is 95 deg. C ; for similar materials when treated to increase their thermal limit or when immersed in oil, is 105 deg. C; for mica, asbestos and similar heat resisting materials employing a binder for structural purposes is 125 deg. C. Deductions are made from these ultimate temperatures depending upon the method of measurement; for example 15 deg. C. for thermometer, 10 deg. C. for resistance and from 5 deg. to 10 deg. C. for imbedded temperature detectors. Considering the standard ambient temperature of 40 deg. C. the actual temperature rises when measured by thermometer for the three classes of materials referred to above are respectively 40 deg. C, 50 deg. C. and 70 deg. C. The ultimate permissible temperature of oil having apparatus immersed therein is 90 deg. C. In the case of other parts of electrical machinery no limit is set except that the value must not occasion mechanical injury. Par. 393 to 397 inclusive — "Methods of Loading Transformers". Par. 398 to 406 inclusive — "Limitations other than Thermal. These include : " Short Circuit Stresses ", " Overspeeds ", " Commuta- tion ", " Stalling Torque " and " Wave Form ". The maximum momentary load for successful commutation is placed at 150 per cent of the continuous rating in amperes. For certain industrial applica- tions where the continuous rating itself is never exceeded thiiS limit may be sufficient, but on account of starting conditions and Report of Committee on Power Generation 319 momentary overloads from any cause, it is believed the limit of successful commutation should be fixed at not less than 200 per cent of the continuous load. Par. 420 to 471 inclusive — " Efficiency and Losses " and their "Methods of Measurement" or determination. Par. 480 to 551 inclusive — "Dielectric Strength" and "Methods of Test ". Par. 560 to 589 inclusive — " Regulation " of Electrical Machinery as regards " Speed ", " Frequency ", " Voltage " and " Wave Form ". Par. 600 to 630 inclusive — " Transformer Connections " and " Rating Plate Information ". In the case of motors, generators and synchron- ous converters it is suggested that the rating plate information state whether the machine is " auxiliary pole " or not. Par. 720 to 741 inclusive — "Switches and other Circuit Control Apparatus ". These paragraphs relate to the definitions of rating, performance and tests of " switches ", " circuit breakers ", " fuses ", " lightning arresters ", " protective reactors " and " instrument trans- formers ". Under Par. 725 it is suggested that the range of setting of circuit breakers be standardized in terms of a minimum and a maximum1 percentage of the nominal rating. The performance and tests of lightning arresters specified in Par. 735 do not show the range in voltage or potential applied to the arrester within which a discharge will take place. It is believed it is very desirable if a minimum and maximum voltage could be specified within which an arrester must discharge. This could be stated in per cent of the normal operating voltage. This requirement determines the closeness with which an arrester provides protection. Par. 762 to 765 inclusive — "Substation Machinery ". The para- graphs give preferance to the Continuous Rating basis for sub- station machinery but suggest the Nominal Rating where the con- tinuous rating is inconvenient. The following is the definition of Nominal Rating: "The Nominal Rating of a substation machine shall be the kv-a. output at a stated power factor input, which having produced a constant temperature in the machine may be increased 50 per cent for two hours, without producing temperatures or tem- perature rises exceeding by more than 5 deg. C. the limiting values given in Par. 376 and 379." " These machines should be capable of carrying a load twice their nominal rating for a period of one minute, without disqualifying them for continuous service." The name plate should be marked " nominal rating ". It is to be noted that this nominal rating provides no commutation limitation. Owing to the fluctuating character of railway substation loads it is highly desirable that such machinery should commutate successfully momentary loads of 300 per cent. In all cases such machinery should be capable of carrying loads, for one minute, of three times the nominal rating, without disqualifying it for continued service. 320 Engineering Association Summary The following noteworthy changes in rules are called to the atten- tion of the Members of the Association together with suggestions for modification in certain instances : First. It is recommended that the limitations of " Noise " and "Vibration" be added to Par. 260 under "Objects of Standardiza- tion " of Electrical Machinery. Second. It is to be noted that the rating of motors is expressed in "kilowatts" at the shaft instead of "horse power". Third. It is to be noted that a " Single Rating " preferably the " Continuous " is made the standard for electrical machinery. No provision is made for overload ratings except in the case of " nominal " ratings for railway motors and railway substation machinery. Fourth. It is to be noted that the standard ambient temperature of reference for air is 40 deg. Cent, instead of 25 deg. Cent, and that no correction is made in the temperature rise in case of other ambient temperatures. Fifth. It is suggested that the correction for change in resist- ance in "Air Blast Transformers" for entering air at other than 40 deg. Cent, should apply to other machinery when the ambient temperature is other than 40 deg. Cent. Sixth. Attention is called to the increased rating permitted on water-cooled transformers for the same ultimate temperature by fixing the temperature of entering water at 25 deg. Cent. Seventh. It is to be noted that the thermal limit of electrical machinery is put on the basis of "ultimate temperature" and not "temperature rise" and that these ultimate temperatures are respectively 95 deg. Cent., 105 deg. Cent, and 125 deg. Cent, for various classes of insulating materials, with specified corrections based on the method of measurement. Eighth. It is recommended that the momentary commutation limit on continuously rated machines be not less than 200 per cent of the continuous rating in amperes instead of 150 per cent. Ninth. It is recommended that the term "auxiliary pole" be added to the name plate information of machines when this type of construction is ''sed. Tenth. It is recommended that the range in the setting of circuit breakers be specified in per cent below and above normal rating. Eleventh. It is recommended in the tests of performance of lightning arresters that the minimum voltage at which they dis- charge be fixed in terms of a minimum and maximum percentage • range of the normal voltage of the circuit they protect. Report of Committee on Pozver Generation 321 Twelfth. It is recommended that the limits of successful com- mutation be specified in connection with the " nominal " rating of substation machinery. A load of 300 per cent should be success- fully commutated, and carried for one minute without disqualify- ing a machine for continued service. THE ADVANTAGES AND DISADVANTAGES OF 60 CYCLE APPARATUS WITH PARTICULAR REFERENCE TO COMMUTATING POLE ROTARY converters Rotary Converters The introduction of the commutating pole into the design of synchronous converters has so greatly extended the permissible com- mutation limits that much higher speeds and correspondingly greater kilowatt capacities per pole have been made possible. Commutation has in almost all cases, and particularly with 60 cycles, been the limit in the capacity of those machines. The use of the commutating pole has been supplemented by improved quality in brushes permitting high densities in amperes per square inch. Along with these improvements in commutation have come other refinements in design such as better quality of iron permitting greater flux densities, improved methods of ventilation employing the cooling effect of large quantities of air automatically driven through the windings of the machine by its rotation, and the use of better grades of heat resisting insulating material. A comparative table has been prepared for both 25 cycle and 60 cycle machines ranging from 500 to 2000 kw. in capacity and covering the principal factors which occur in the use of the commutating pole and non-commutating pole converters. This table is given in detail below : II 322 Engineering Association h S.,8 Zofi O O tfjHlwvO 000*00 J J J J CO m \Q 0\ O Tf-\0 O O r- On On On ON On no 10 O 8 QJ So O ft O O O Tj-O o r^OO Ooo *o o r— *o OiOiOi^CJi o g o Zoft oomON ooo^oo worto. O P »O00 00 0\ Oi o» o\ 0\ 6 o O O id O O w <*)00 O* O too o O OiOOvO\Oi g 4) ofo Zoft O O lOi^OD 00000 O O c 3 'SO a, J •a 8 £.2 c • c -"CSS c ft S MUM g^.s.s.s V- £ -P ^ 3 3 3 3 3 c c c OOUO00O**«0 ID lO lO 00 00 ^ • O OO t- I I I 0\ doS^S „ o <= 00 3 .0 -> O O O Oa % - N ■51-00 0> w Tr T1" 9 ' mm* 00 00 00 r~ onmocoo i/i^ r- O o "io 2 " o r j to o o o o * a % 00 0>ff)n* O>op op ro . 00 00 00 r~ OO 10 ro Q\ C\ C\ 0\ nrj 10 o o o o * * o O Oi . <*• I I I c r*- r- r- r- \r> o o m tot O N N NO J J J ' ) O O O O O 5 O C) ro ^ H CO 00 00 00 00 Oo • r- do;?; ^to ^ firiOUlOlOO* 5: % 00 po^ omdoo^^V1 • roX4 w 000 O J J J « r^-00 00 wn 0000 o» a * MmO lomo o ^^0 H {£5 IDHiqoJ J "I t^Q OOOO OS a a OmO r-<*^- 1/500 (T>iooi H [Jj rooo Ot M J J J • n ^ w J1 rorot- " 00 00 o o r-- r-- r~ Ot Ov o» o* UU r~ -00 m m in m uj^^r O O w Oi UU Ov -O _e ■ wuo^^^^SSiSE . , *n3 ti) *m Tl! k_ cd cj nj cd Og| -a S 0J_O ■2" 5 u Report of Committee on Power Generation 325 SUMMARY OF PRINCIPAL CONCLUSIONS BASED ON TABLE OF COMPARISON : 1. The rated capacity of the 1915 transformers is approximately 10 per cent less than the 1913 transformers for use of the same rotary equipment. 2. The weight of the 1915 transformers is approximately 20 per cent less than the 1913 transformers of the same rating and frequency. 3. The floor space of the 1915 transformers is approximately three-fourths that of the corresponding 1913 transformers. 4. The efficiencies of the two types of transformers are approx- imately the same. 5. The price per kilowatt of the two types of transformers are approximately the same but slightly in favor of. the 1915 trans- formers. OPERATING AND COST DATA OF RAILWAY POWER STATIONS The instructions of the Executive Committee under this subject were as follows : " Collect and, if practical, publish data and information that may be available in regard to operating performances of railway power stations." This has been done for seven typical power stations located in various parts of the country. These stations vary in type of apparatus from some of the largest modern turbines, combined low pressure turbines and reciprocating engines, and all reciprocating engines; and range in capacity from 65,000 kw. down to 6,000 kw. The operating data for each station has been tabulated by month and totaled for the year for the purpose of showing the variations during the reasons as well as the average annual conditions. The performance data shown in these tables is based on twelve items only, which in the opinion of the Committee, represented the principal operating characteristics and for the purpose of this report it was thought best not to obscure the results by going into too great detail. These items are : Net output from bus in kw.-hr. ; Maximum one hour peak in kw. ; Capacity for two hour peak in kw. ; Pounds of coal per month; B. t. u. as received; Account No. 46 Buildings; Account No. 47 Maintenance; Account No. 52, Employes (Labor); Account No. 53 Fuel for power ; Account No. 54 Water for steam ; Account No. 55 Lubricants and Account No. 56 Miscellaneous Supplies. From this data a number of derived items were calculated and incorporated in the tables for use in ready comparison between the various plants. It is recognized that this tabulation is incomplete and that to obtain a fair comparison of operating efficiencies and costs a much greater amount of information should be obtained in each case, such as d"aily load curves-, labor costs for various classes of work, facilities for receiving and disposing of coal and water, cooling water limitations, etc. However it is believed that these tables are useful as indicating actual performances under various conditions of load factor, fuel costs, and types of equipment (whether modern turbine as compared with 326 Engineering Association reciprocating engine). There is moreover a notable absence of pub- lished data on power station costs and these tables are submitted as constituting a valuable record of typical present day performances. By action of the Executive Committee these tables have been omitted. REPORT OF SUBCOMMITTEE ON CONSIDERATION OF THE BOILER CODE OF THE A. S. M. E. * The Committee on Power Generation recommends that the Boiler Code be adopted by the American Electric Railway Engineering Asso- ciation as a Standard Specification. The following reasons for adopting this Code are submitted by Mr. H. G. Stott, Chairman of the Subcommittee on this subject. 1. Safety. 2. Obviate having different kinds of specifications covering the same work. 3. The specifications have been compiled by, what I think with- out exaggeration, is the best body of experts on the subject which could be found in the entire United States ; and I doubt if any group of men has ever given as much detail consideration to a subject as the Boiler Code Committee has given to this subject for the last two years. The amount of time and money spent on the development of this Code, and the number of times it has been written are almost beyond belief. The mere fact that we were able to obtain the endorsement of practically every boiler maker in the United States, as well as all the principal users, shows the great need for such a code. 4. Each state now has its own rules governing the inspection and approval of boilers. The result is that, if a boiler is built under the requirements of Ohio, the same boiler probably could not be transferred to Pennsylvania, or vice versa. Such a chaotic condition of things, of course, results in raising the cost of boilers to all parties, as the stardardization of requirements obviously reduces the cost of construction to the manufacturer and therefore to the consumer. 5. I consider the creation and adoption of this Code to be one of the greatest pieces of work the A. S. M. E. has ever done, and it will, of course, have to be revised from time to time, as the progress of the art goes on. This should be the case with all standards, because the adoption of a standard is merely bringing ♦Approved by both the Committee on Standards and the 1916 Convention. Report of Committee on Power Generation 327 together all the best specifications and bringing them up to date; and if we do not modify them from time to time it will tend to retard any natural progress of all the manufacturing arts. Respectfully submitted, H. G. Stott, G. H. Kelsay, F. S. Freeman, A. B. Stitzer, G. T. Bromley, W. E. Rolston, L. E. Sinclair, J. G. Swain, J. W. Welsh, Chairman, Committee on Power Generation. REPORT OF COMMITTEE ON STANDARDS CONCERNING CERTAIN RECOM- MENDATIONS OF THE COMMITTEE ON POWER GENERATION 1915-1916 Recommendation of Committee on Power Generation: (a) Consideration of Standardization Rules of A. I. E. E. (July 1, 1915, ed.)- That the suggestions and recommendations shown on pages 317 to 321 of this report be referred to the Executive Committee and if approved, should be submitted to the A. I. E. E. for consideration in making revisions. Action of Committee on Standards : That the suggestions made by the Committee on Power Gen- eration be approved and forwarded to the Executive Committee for their action. Recommendation of Committee on Pozvcr Generation: (b) As Standard: Boiler Code of A. S. M. E. as shown on page 326 of this report. Action of Committee on Standards : Adoption as Standard approved. Respectfully submitted, E. R. Hill, E. B. Katte, W. G. Gove, J. S. McWhirter, C. F. Bedwell, J. W. Welsh, J. H. Hanna, C. H. Clark, R. C. Cram, C. L. Cadle, C. R. Harte, Martin Schreiber, Vice-Chairman, H. H. Adams, Chairman, Committee on Standards. 328 Engineering Association Discussion of Report of Committee on Power Generation. President Lindall : — Gentlemen, following the usual pro- cedure, before opening the report for discussion as a whole, we will first deal with the Report of the Committee on Stand- ards concerning the recommendations of the Committee on Power Generation. These are found on page 327 of the report. The first recommendation is as follows : Recommendation of Committee on Power Generation: (a) Consideration of Standardization Rules of A. I. E. E. (July 1, 1915, ed.). That the suggestions and recommendations shown on pages 317 to 321 be referred to the Executive Committee and if approved, should be submitted to the A. I. E. E. for consideration in making revisions. Action of Committee on Standards: That the suggestions made by the Committee on Power Generation be approved and forwarded to the Executive Committee for their action. President Lindall : — What action will you take on this Report of the Committee on Standards? C. L. Cadle : — I move that the action of the Committee on Standards be approved. (Motion duly seconded, stated and carried.) President Lindall : — The next recommendation of the Committee on Standards is as follows : Recommendation of Committee on Power Generation: (b) As Standard: Boiler Code of A. S. M. E. (See page 326.) Action of Committee on Standards: Adopted as Standard approved. President Lindall : — What action will you take on the action of the Committee on Standards? L. P. Crecelius : — I move that the action of the Com- mittee on Standards be approved. (Motion duly seconded, stated and carried.) President Lindall : — Now, gentlemen, the Report as a whole is open for discussion. Mr. Crecelius, will you lead the discussion please? L. P. Crecelius. — Mr. President and Gentlemen : — I have found this report very interesting, and I consider it very important. Owing to the character of the report, the great number of tables, etc., it was really necessary in order to Report of Committee on Power Generation 329 bring out my ideas, to write down some things that occurred to me, and if it pleases you, I should like to read a written discussion I have prepared. Referring first to page 321 of the report, the Committee calls attention to numerous factors now entering into the design of rotary converters which have been largely respon- sible for putting this type of apparatus on an entirely new basis as regards a frequency of 60 cycles. Only a very few years ago the requirement of 600 volts direct current from transmission circuits operated at a frequency of 60 cycles, made a combination into which rotary converters were poorly suited and their use for railway purposes, at least, was to be avoided, under the circumstances. But this situation does not hold today and in fact it is now not only possible to make use of rotary converters for this purpose, but it also has several decided advantages which may be briefly summarized as follows : 1. Standardization of Frequency. 2. Low Cost. 3. Economy. In regard to the first point, the advantages of a standard frequency are so well understood that comment is unneces- sary. Secondly, it sufficies to call attention to the fact that 60-cycle substation apparatus is considerably less costly than similar apparatus designed for 25 cycles, and in regard to the third point, although the Committee's report indicates an advantage in efficiency in favor of 25-cycle converters, on the other hand 60-cycle transformers are somewhat more efficient, and consequently the respective combinations of converters and transformers are about on par in this respect. In fact, 17,000 kw. of 60-cycle rotary converter equipments have been in continuous operation in Cleveland since January, 1913. This operation has been entirely satisfactory in every respect. The efficiency of this apparatus is very high resulting in a combined conversion loss of but 8.64 per cent of all the power delivered to the A. C. bus bars at the substations. 330 Engineering Association It would be interesting at this point to examine further into the expense of operating the two types of power plants repre- sented here, with a view of bringing out the influence of over- head expense upon the cost of operating them, giving also consideration to high tension distribution and conversion losses. Accordingly, in a spirit of speculation on this score, I have prepared the following analysis. This analysis indicates that when all things are considered there is but very little difference (less than 5 per cent) in ex- pense between the operation of the best modern turbine plant as presented by the Committee and that of an old D. C. engine plant. But notwithstanding, this familiar type of railway power plant is fast disappearing. There are numerous other and more important causes at work. Most of the remaining power plants of this character were built some 15 to 18 years ago and were located without regard to suitable water facili- ties as is clearly indicated by the values set up under the columns headed average in the summary before referred to, it being of prime importance to locate these plants more with regard to accommodating the low tension distribution system because of the severe restriction imposed by the requirement of 600 volts. The range of economical usefulness of this type of plant in this regard is limited to a radius of less than 15,000 ft. in consequence of which it was impossible to serve the average railway system from a single plant. The capacity of such plants was therefore confined to about 12,000 kw., and the numerous power plant sites thus created have now become immensely valuable as real estate and entirely too expensive to keep. The addition of low pressure turbines coupled to D. C. generators may in a few cases prolong somewhat the effective life of such plants, but taken on the whole, the continued ex- tension and growth of electric railway systems has outdis- tanced this type of plant because of its inflexibility and thus at its best this old familiar railway power house must go, for it does not fit into the larger scheme of things. I believe it would be of interest and importance to the Asso- ciation if the Committee continue this section of its report for Report of Committee on Power Generation 331 another year and complete the data by the addition of values under Acct. 45 throughout the tables submitted and to sub- stitute values opposite the expense accounts. J. W. Welsh : — I might mention several of the points which have been brought up. I believe that Mr. Crecelius's comparisons on the basis of direct current cost is very inter- esting, and throws a little different light on the matter, because the costs shown in, this table are all on the basis of the alter- nating current bus, and that might be confusing in thinking of the direct current cost since the transmission and conversion losses and investment are not taken into consideration. There is a certain phase of this question of cost which the Committee felt should be considered in connection with the matter of publication of the report. In certain places it is doubtful whether it would be advisable to have wide publicity given to these costs, and the Committee does not wish to have these tables of costs published further than they have been published in the preliminary issuing of these reports. The question of load factor is one that will have to be given further consideration. It is always necessary to give a defini- tion for it, and in making comparisons it is absolutely neces- sary to know the basis on which the load factor is figured. C. L. Cadle : — Would it not be well for the Committee to consider some method of establishing a standard for load factor? I note that Mr. Welsh has called attention to the fact that his load factor is figured on the basis of the maxi- mum one-hour peak to the average monthly load. If a stand- ard figure could be used, or a standard method of calculation for load factor adopted, it would put all the power figures on a comparative basis. L. P. Crecelius : — In answer to that question of Mr. Cadle's, I believe that the expression " load factor," is now pretty well defined, although it is a question which is bound to receive consideration by the National Joint Committee on Standardization of Method for Determining the Cost of Power. I think undoubtedly the question will come up in this Committee and be disposed of finally, this National Joint Committee is made up of representatives from practically all 332 Engineering Association interested national societies, and its recommendation, there- fore, will have more weight and more standing than a single association. W. G. Carlton : — There is one point I might bring out in connection with the remarks of the last speaker about the load factor, and that is to say that even though this question is to be considered by other bodies, the load factor on the one-hour basis is hardly a fair one as far as the boiler room costs are concerned. It would be better to use a load factor on a 15-minute basis. Your boilers can carry a given peak for 15 minutes when they cannot carry the same peak for 1 hour. Also the 15 minute peak, in most railway power plants, will more nearly decide the boiler capacity required than will the 1 -hour peak. M. V. Ayres : — I do not with to say very much upon this subject beyond expressing my feeling that it is an extremely interesting and valuable paper, and one which I will say, I have marked to put away in a certain special file in my desk before I came away from home. I just want to ask one question, or call attention to one matter at the top of page 325, the sentence marked 5, which is as follows: "The price per kilowatt of the two types of transformers are approximately the same, but slightly in favor of the 191 5 transformers." If my understanding is correct, the price per kilowatt of transformers is approximately the same for both types; but the cost of transformers per kilo- watt of rotary converter is approximately ten per cent less in the case of the modern interpole rotary substation than in that of the older design, and I wish to suggest that before incorporation in the proceedings, it would be well to amend the sentence referred to by the addition of a clause to that effect. President Lindall : — There being no further discussion on this report, the usual action in accepting the report is in order. R. C. Cram: — I move the acceptance of the report, as a whole, with the thanks of the Association to the Committee f or their very able work. (Motion duly seconded, stated and carried.) Report of the Committee on Way Matters 333 President Lindall : — The next business will be the report of the Committee on Way Matters, which will be presented by Mr. C. H. Clark, Chairman. REPORT OF THE COMMITTEE ON WAY MATTERS To the American Electric Railway Engineering Association: Gentlemen : — Your Committee on Way Matters had the following subjects assigned for investigation and report for this year: Subject No. 1. — Review of Association's existing Standards and Recommendations. (a) Specifications for Special Work. (These Specifications to be revised and corrected grammatically and be re- drafted to conform to the proposed Standard of the Committee on Standards.) (6) Revision of Recommended Design of 7 in. and g in. Joint Plates with special reference to sizes of bolt holes and fits. (Recommended that title of this subject be changed to read " Designs for Drilling of Rails and Joint Plates and their Application.") (c) Recommended Symbols for Recording Surveys. (Com- mittee of 1915 on Way Matters recommends title be changed to " Conventional Signs for Recording Surveys." To confer with such other committees as in the opinion of the Committee would be affected by the symbols suggested.) (d) Recommended Designs for Layouts for Switches, Mates and Frogs. Subject No. 2. — Ballast for Suburban and Interurban Lines. Subject No. 3.— The use of Rolled Manganese and other Alloyed Steel Rails. Subject No. 4. — Investigation of the Use of High Elastic Steel Machine Bolts in. diameter, ream or driving fit in connection with mechanical joints of Standard Design in Curves. Subject No. 5. — Pavement for use in connection with Girder Grooved and Plain Girder Rails to cover : (a) The formulation of a Specification covering the manu- facture and installation of the various types of paving which might be used in connection with the car tracks. (b) The matter of proper foundation should also be incor- porated in such specification as well as the type of filler and cushions. 334 Engineering Association Subject No. 6. — Consider for Approval Specification for Preserv- atives and Treatment of Woods for inclusion in the Engineering Manual. Subject No. 7. — Preparation of Specifications with Definitions for Sundry Track Material such as Ties, Track Spikes, Bolts, Tie Rods, Tie Plates, etc., such investigation to be through coopera- tion with the A. S. T. M. in accordance with the procedure prescribed in the instructions to the Committee. Subject No. 8. — Report upon the most efficient types of Hand Track Tools. MEETINGS The Committee held its first meeting in two sessions, the first on January 20, 1916 and the second on January 21, 1916, at the Association Headquarters in New York 'City. On both dates the following members were present : Messrs. H. M. Steward, A. E. Harvey, E. M. T. Ryder, L. A. Mitchell, E. M. Haas, B. J. Fallon, R. C. Cram, V ice-Chairman, and C. H. Clark, Chairman. Mr. W. F. Graves was unable to be present, due to serious illness. A committee representing the special work manufacturers, of which Mr. Victor Angerer was Chairman, was present on the first day and presented certain sug- gested changes in the Recommended Specification for Special Work adopted last year. Practically the entire session on this day was devoted to the joint consideration of Subjects No. 1 (a) and No. 1 (d). On the second day the other subjects were considered in their order and assigned for primary study as follows : Subject I (a) and 1 (d) : C. H. Clark, Chairman, and R. C. Cram. Subject 1 (b) : R. C. Cram. Subject 1 (c) : E. M. Haas. Subject 2: L. A. Mitchell. Subject 3: B. J. Fallon. Subject 4: C. H. Clark, Chairman. Subject 5: A. E. Harvey. Subject 6: E. M. Haas. Subject 7: C. W. Gennet, Jr. (1915 Committee). Subject 8: H. M. Steward. In connection with Subject No. 1, Messrs. C. H. Clark and R. C. Cram met with the Special Work Manufacturers' Committee, Mr. Victor Angerer, Chairman, on June 8 and 9 at the Hollenden Hotel in Cleveland, Ohio, for the purpose of joint consideration of tentative Specifications for Plain Bolted Special Work which had been pre- pared by the Subcommittee. These specifications were thoroughly discussed and revised for later consideration by your Committee. Report of the Committee on Way Matters 335 The Committee held its second meeting of three day and two evening sessions in the President's office of The Cleveland Railway Company on June 15, 16 and 17, 1916, at Cleveland, Ohio. The fol- lowing members were present at all sessions : Messrs. H. M. Steward, A. E. Harvey, E. M. T. Ryder, E. M. Haas, W. F. Graves, R. C. Cram, Vice-Chairman, and C. H. Clark, Chairman. Mr. Clyde H. Teesdale, Expert on Wood Preservation, of the Forest Products Laboratory, U. S. Department of Agriculture, was also present by invitation and rendered invaluable assistance to the Committee in the preparation and consideration of the report on Subject No. 6. The first day and evening session and part of the second day session were devoted to consideration of the revision of the Recommended Specifications for Special Work and the tentative Specifications for Plain Bolted iSpecial Work. The greater part of the second day session was devoted to the subject of Specifications for Wood Preservation. The second night session and part of the third day session were occupied by consideration of the subject of Pavement for Use in Connection with Girder Grooved and Plain Girder Rails. A part of the third day session was also devoted to the subject of Ballast for Suburban and Interurban Lines. The Committee also discussed the subject of Curved Heads for Girder Rails, which has also been under discussion by the Committee on Equipment, and it was decided to ask the Executive Committee to assign the subject to a joint committee to consist of representatives of the Committee on Equipment and the Committee on Way Matters for investigation. The Committee also devoted parts of two afternoons to inspection of the many interesting features of track work in Cleveland and the new Harvard Avenue Repair Shops and Storeyards of The Cleveland Railway Company. A great deal of interest was displayed in the new hammer-head, swinging gantry crane there installed for handling and storing gravel, coal and similar materials. At the request of the Committee on Equipment a subcommittee com- posed of Messrs. C. H. Clark, R. C. Cram, and E. M. T. Ryder met with a subcommittee of the Committee on Equipment to consider cer- tain proposed changes in slope of tread of wheel contour proposed for adoption by the Committee on Equipment. The action taken at this meeting will be found in the report of the Committee on Equipment. The number and character of the subjects assigned were such that your Committee found it was practically impossible to cover all of them adequately. With one or two exceptions, each subject could well occupy the entire time of the two meetings allowed the Com- mittee and it is suggested that the number of subjects be reduced in the future. The Committee has selected the subjects which were considered most important and presents the following report. 336 Engine e ring Assoc iatio n REVIEW EXISTING STANDARDS AND RECOMMENDATIONS Specifications for Special Work This subject was first assigned to the 1915 Committee, which pre- pared Specifications for Special Work. These specifications were approved by the Committee on Standards and adopted by the San Francisco Convention in 1915. They appear in the Engineering Manual as Section Ws 4a. The Committee on Standards, in giving its approval, stipulated that the specifications should be revised as to form, to be more in accord with style regulations proposed by that Committee. (Proceedings, 1915, pp. 42-53-) Your Committee has revised the specifications in respect to form and has also prepared specifications for plain bolted special work. In revising the specifications it was decided that in view of the fact that a great variety of materials entered into each general class of work, it would be advisable to prepare a separate set of Specifications for Materials for Use in the Manufacture of Special Track Work, as well as to provide specifications for each general class of special work. By so doing, the repetition of much identical matter may be avoided and the specifications for any one class of work need only cover the particular features of that work. At the first meeting of your Committee in New York, the manu- facturers took exception to the size of the test piece and time of heat treatment of the test coupon as given in the present Specification for Solid Manganese Construction. After considerable discussion, it was decided to accept their criticisms and these items have been changed accordingly. The solid manganese specifications have also been amended by the addition of a clause covering the wind or warp in the bearing surfaces of solid pieces and one covering extra care to be exercised in manufacture when such work is to be used with steel tie layouts instead of wood ties. Specifications covering the manufacture of rolled manganese-steel have been added, as this material was not covered in the specifica- tions as presented last year. The specification for bolts has also been amended to provide for two grades and a number of other materials have been added to the specification for materials. The clause covering lengths of switches and mates has been amended to be in accord with the new table of such lengths as revised under Subject No. 1 (d) (See page 377.) The several specifications as revised, and the proposed specifications follow : Report of the Committee on Way Matters 337 SPECIFICATION FOR SOLID MANGANESE-STEEL SPECIAL WORK FOR GIRDER RAIL* {Adopted 19 1 5) (Revised and submitted for adoption in lieu of present Recom- mended Specification for Special Work — Engineering Manual Ws 4a.) (Note: Revision covers form only, with no substantial changes in original subject matter. See Engineering Manual Ws 4a.) All matter enclosed in full face brackets is to be omitted and matter shown in italics is new and is to be added. 1. These specifications are intended to cover the manufacture of special track work wherein the tongue switches, mates, frogs and crossings are made of solid knanganese-steel. The term " solid manganese " shall be considered as distinguishing such special work from other types wherein manganese-steel is used only for inserts at points receiving the principal wear. I. MATERIALS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: 2. All work furnished under these specifications shall be manufac- tured of manganese-steel and incidental materials all made in accordance with the Recommended Specifications for Materials for Use in the Manufacture of Special Track Work of the American Electric Railway Engineering Association (Engineering Manual Ws 4b). II. CHEMICAL PROPERTIES AND TESTS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: j. The chemical composition and tests covering each of the several materials in the special work shall conform to the requirements of the Recommended Specifications of the American Electric Railway Engineering Association for Materials for Use in the Manufacture of Special Track Work (Engineering Manual Ws-4b). III. PHYSICAL PROPERTIES AND TESTS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: 4. The physical properties and tests covering each of the several materials in the special work shall conform to the requirements of the Recommended Specifications of the American Electric Railway Engineering Association for Materials for Use in the Manufacture of Special Track Work (Engineering Manual Ws-4b). * Approved by both the Committee on Standards and the 1916 Convention. 338 E ngin eerin g Association IV. DESIGN ENGINEERING DATA AND DRAWINGS: 5. (a) The Manufacturer shall obtain all necessary engineering data either in the field or from such plans and data as may be furnished by the Purchaser. The Manufacturer shall be held responsible only for the accuracy of such data as he may obtain which is not furnished by the Purchaser. (b) The Manufacturer shall submit zvorking drawings, showing engineering data, piece numbers and lengths, when so specified. (c) The drawings of the Purchaser and the Manufacturer's draw- ings approved by the Purchaser shall be a part of the specifications. Anything not shown on the drawings but which is mentioned in the specifications, or vice versa and anything not expressly set forth in either but which is reasonably implied shall be furnished the same as if specifically shown and mentioned in both. Any omissions from draw- ings or specifications necessary for a clear understanding of the work shall be called to the Purchaser's attention promptly by the Manu- facturer GROOVES, FLAN GEW AYS AND GAUGE: 6 (a) [16] Grooves, Hangeways and gauge shall conform to the Recommended Practice of the American Electric Railway Engineering Association (Engineering Manual Ws 2a). (b) Flangcways shall not vary from the widths and depths specified by greater amounts than allozved by the following table of permissible variations: Width of Flangeway Depth of Flangeway (Inches) (Inches) Under Over Under Over None Jt -i 3 (c) When M. C. B. Hangeways are specified, the depth and width of Hangeways shall not be less than one and three-fourths (i^4) inches. FLANGE BEARING: 7. Ci8] The depth of grooves at intersections and on curved side of mate points shall be one-sixteenth (r/16) inch less than the depth of the wheel flange. Whenever possible the flange bearing shall be carried to a point where the wheel will have not less than two (2) inches tread bearing. The effective part of risers approaching the flange bearing shall not be steeper than one-sixteenth (1/16) inch in one (1) inch of length and shall be made a maximum of one-thirty-second (1/32) inch in one (1) inch of length whenever possible. WHEEL CLEARANCE: 8. [17] Tread clearance shall be four (4) inches in width for A.E.R.E.A. wheels and four and one-half (4lA) inches for M. C. B. wheels unless otherwise specified. Report of the Committee on Way Matters 339 LINE AND SURFACE: p. [15] The line and surface of all work shall be practically true and uniform throughout, with no greater variation than one-sixteenth (1/16) inch in five (5) feet of length. LENGTHS OF TONGUE SWITCHES AND MATES: 10. [19] The lengths of tongue switches and mates shall be [of Manufacturers' Standard lengths] in accordance with the follow- ing table of Dimensions of Switches and Mates unless otherwise specified : « S— » I •A* ' . — jf= X Table I — Dimensions of Switches and Mates Standard Radius Radius for all gauges R Dimensions B and C E and F So' Lat. 75' Lat . 100' Lat . 150' Lat . 200' Lat . 100' Wye 150' Wye 200' Wye 350' Wye 47'-7i" 72'-7i" 97'-7i" l47'-7i" l97'-7i" 97'-7i" l47'-7i" l97'-7i" 347 -7 j" -6" -6" io'-o" I2'-0" i3'-6" 15-0" i6'-6" io'-o" I2'-0" i3'-6" i6'-6" i3'-6" 15-0" i6'-6" io'-o" I2'-0" i3'-6" i6'-6" Note. — It is recommended that the 100 foot radius Lateral and 200 foot radius Wye shall be used wherever practicable. It will rarely be found necessary to use others. [III. Solid Manganese-Steel Construction (for Girder Rail)] [Tongue Switches, Mates, Frogs and Crossings] MANGANESE-STEEL CASTINGS: 11. (a) [21] Tongue switches, mates, frogs and crossings (not steam railroad crossings) shall be made of Manganese-steel castings of uniform design, with extremities to conform to the connecting rail. The castings shall be uniform in depth of six (6), seven (7), or nine (9) inches and not of less depth than the highest of the connecting rails and of a cro^-section in which the thickness of metal will not be [below] under the following dimensions : 340 Engineering Association Under treads, i% in. Under grooves, % in. Under grooves at flange bearing, \x/i in. Vertical walls or webs, Y% in. in double webs. Vertical walls or webs, % in. in single web. Base flange, y2 in. at outer edge; % in- at web. Base flanges shall be not less than three (3) inches wide on each side of double web sections and five (5) inches wide on single web sections. Angles in castings are not permissible, all must have fillets. All holes shall be cored, and smooth and accurately located. Where drilled holes, [as for electric bonds], are required, soft iron or steel plugs may be inserted in the casting. [MATES:] HEEL OPENINGS: 11. (b) [23. Mates to be uniform in length with tongue switches. Both] Tongue switch and mate castings shall be open on top at the heel ends for convenience of setting joint bars. TONGUE SWITCHES: 12. [22] The tongues in tongue switches shall be provided with lateral flanges to promote lateral stiffness, with a construction at the heel that will furnish adequate bearing and give a secure and adjust- able fastening. There shall be provision for attaching throwing or controlling mechanism and the box containing same to either side of the switch. The tongue shall be arranged for such attachment when specified. Provision shall also be made for attaching a cleaning box to the switch casting opposite the throwing device and openings shall be provided in the tongue bed for proper drainage. All bearing parts of the tongue and switch bed shall be properly finished to a good surface. The tread of the tongue shall be at least one-quarter (J4) inch above the curved tread of the switch, from one (1) foot from tongue point to give an effective guard where required. Switch tongues shall be finished so that practical interchangeability is assured. FROGS AND CROSSINGS; LENGTH OF ARMS AND CASTINGS: 13. [24.] (a) The length of frog and crossing arms shall be suffi- cient to give at least six and one-quarter (6%) inches clearance between vertical webs at end of joint plates with a minimum length of three (3) feet unless adjoining piece will not permit. (b) Single crossings [to] shall be cast in two (2) pieces in angles from 90 to 60 deg., and in four (4) pieces for angles under 60 deg. In two (2) piece crossings or compound pieces the length of arms shall be kept under four (4) feet six (6) inches. Castings shall not exceed a maximum of sixteen (16) feet in length. Report of the Committee on Way Matters 341 JOINTS: 14. [12.] Where castings connect directly with rails, they shall be finished for a tight fit of standard splice bars throughout the length of such bars and projecting portions of castings taking the place of joint plates shall be finished to a splice bar fit. When joints are bolted up tight, the rail shall align correctly with the castings with no greater variation than one-thirty-second (1/32) inch in either line or level. For joints between castings, special splice bars may be used only when it is impossible to apply standard bars and the finish shall then be maintained equally good. Joints shall be tight. Occasional open joints shall not exceed one-eighth {%) inch. Manufacturers shall make note of such open joints on drawings. COMPROMISE JOINTS: 15. C13J (a) Compromise joints shall be avoided wherever possible by shaping the ends of special pieces to match the adjoining rail, or compromise rails shall be used consisting either of steel castings or two pieces of rails connected by cast welding or other welding method, and shaped on the two ends to suit the respective sections to be joined. Such compromise rails shall be not less than five (5) feet long over all. (b) Where the foregoing practice is not specified or practicable, compromise joints shall be of forged or cast steel at least equivalent in strength to the joint for the lower rail and must be finished to a good fit, so that good line and surface are obtained. (c) Id] Where girder-guard rails connect with [other] different rail sections the shape of the guard shall be modified in a distance of six (6) to nine (9) inches to conform gradually and as nearly as practicable to the 'contour of the connecting section. (d) Lc] Compromise joints shall be designated in accordance with the recommended practice of the American Electric Railway Engineer-' ing Association (Engineering Manual Ws 3a). PAVING FACE: 16. [14.] In work specified for paved streets the angles in [switches, mates and] frogs and crossings shall be filled to provide paving faces to a width of not less than four (4) inches and in switches and mates to not less than three (3) inches by carrying out the castings forming the body of the piece where length of arms and joints will permit. Where this is not possible, paving chocks shall be used consisting of separate iron castings which must have ample bearing on the bottom flanges of the special pieces and rails to prevent their being depressed under vehicular traffic and [to] be so constructed as to permit their being placed and solidly grouted after the joint plates are applied. 342 Engineering Association [II. GENERAL REQUIREMENTS AND FINISH] V. WORKMANSHIP, ASSEMBLY AND FINISH WORKMANSHIP: 17. Workmanship shall be first class, in accordance with best current practice and the assembly of the several parts shall be such that uni- formity of detail and finish zvill result. [CASTINGS:] FINISH OF CASTINGS: 18. (a) [9.] Castings shall be reasonably smooth and true to pattern in accordance with good foundry practice. Large lumps, sharp fins, sand and chills on the outside of castings shall be removed. The castings shall be free from blow holes, sand holes, cracks, cold shuts or other defects which in the inspector's judgment would impair their serviceability. Castings must be out of [twist] wind and reason- ably true, both as to general surface and alignment, and must not show any signs of straining or undue denting produced in the straightening process. Castings shall not be painted [prior to inspection,] nor shall any effort be made to conceal or rectify defects, prior to inspection. [RUNNING SURFACES:] (b) [10] Running surfaces of castings shall be finished [to] with as good surfaces as those of rolled rail. [BOTTOM OF CASTINGS:] (c) [11. The bottom part] That portion of castings which rests on ties shall be straight and out of [twist] wind and shall be free from lumps or such imperfections as would prevent a good bearing. The wind or warp in bffttom surfaces of castings shall not exceed one- eighth (Vs ) inch in five (5) feet and when work is specified for use with steel tie structures exceptional care shall be exercised to secure practically true bearing surfaces. FINISHING OF ENDS: 19. All ends of frogs, switches, mates, crossings or rail lengths, shall be finished square to the axis of the rail unless otherwise specified. A variation of more than one-thirty-second (1/32) inch in the width of the head out of square will not be accepted. There shall be no variation of more than one-quarter (%) inch from theoretical lengths and such variations shall be noted on plans. CURVING OF RAILS: 20. All curved rails shall be so bent true to templet throughout their entire length and depth that when ready for installation all parts of the under surface of the base will rest in a plane. Report of the Committee on Way Matters 343 ASSEMBLY FOR I NSPECTION: 21. Before any of the work is shipped, the several parts shall be assembled, and inspected and checked to insure proper fit and con- formity with plans. VI. 31ARKING AND SHIPPING 22. All material shall be given suitable shop marks by painting and die stamping for ready identification, corresponding to marks given on plans. Die stamping figures shall be not less than five-eighths (y$) inch high. This marking shall be carefully arranged to insure proper and easy assembly of material in the field. No paint, tar or other covering shall be used before inspection and not at any time unless definitely required by the specifications. VII. INSPECTION 23. [20] The inspector representing the Purchaser shall have all reasonable facilities afforded him by the Manufacturer to satisfy himself that the finished material is furnished in accordance with these specifications. All [tests and] inspections shall be made at the place of manufacture unless otherwise arranged. SPECIFICATIONS FOR CAST STEEL CONSTRUCTION, HARD-CENTER SPECIAL WORK* (Adopted 191 5) (Revised and submitted for adoption in lieu of present Recom- mended Specification for Special Work — Engineering Manual Ws 4a.) (Note: Revision covers form only, with no substantial changes in original subject mat- ter. See Engineering Manual Ws 4a. All matter enclosed in full face brackets is to be omitted and matter shown in italics is new and is to be added.) 1. These specifications are intended to cover the manufacture of special track work wherein the tongue switches, mates, frogs and crossings are made of steel castings with hard centers of special steel inserted at points receiving the principal wear. I. MATERIALS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: 2. All work furnished under these specifications shall be manu- factured of materials made in accordance with the Recommended Specifications for Materials for Use in the Manufacture of Special Track Work of the American Electric Railway Engineering Associa- tion (Engineering Manual Ws-4b). II. CHEMICAE PROPERTIES AND TESTS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: 3. The chemical composition and tests covering each of the several materials in the special work shall conform to the requirements of the Recommended Specifications of the American Electric Railway * Approved by both the Committee on Standards and the 1916 Convention. 344 Engineering Association Engineering Association for Materials for Use in the Manufacture of Special Track Work {Engineering Manual Ws-4b). III. PHYSICAL PROPERTIES AND TESTS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: 4. The physical properties and tests covering each of the several materials in the special work shall ccmform to the requirements of the Recommended Specifications of the American Electric Railway Engineering Association for Materials for Use in the Manufacture of Special Track Work (Engineering Manual Ws-4b). IV. DESIGN ENGINEERING DATA AND DRAWINGS: 5. (a) The Manufacturer shall obtain all necessary engineering data either in the field or from such plans and data as may be furnished by the Purchaser. The Manufacturer shall be held respons- ible only for the accuracy of such data as he may obtain which is not furnished by the Purchaser. (b) The Manufacturer shall submit working drawings, showing engineering data, piece numbers and lengths, when so specified. (c) The drawings of the Purchaser and the Manufacturer's drawings approvb i by the Purchaser shall be a part of the specifications. Any- thing not shown on the drawings but which is mentioned in the speci- fications, or vice versa and anything not expressly set forth in either but which is reasonably implied shall be furnished the same as ii specifically shown and mentioned in both. Any omissions from draw- ings or specifications necessary for a clear understanding of the work shall be called to the Purchaser's attention promptly by the Manufacturer. GROOVES, FLAN GEW AYS AND GAUGE: 6. (a) [16] Grooves, Hangeways and gauge shall conform to the Recommended Practice of the American Electric Railway Engineering Association (Engineering Manual Ws 2a). (b) Flangcways shall not vary from the widths and depths specified by greater amounts than allowed by the following table of permissible variations: Width of Flangeway Depth of Flangeway (Inches) (Inches) Under Over Under Over None a "C K i\ one -g-j i if 1 T (c) When M. C. B. flangeways are specified, the width and depth shall not be less than one and three-fourths (i^4) inches. FLANGE BEARING: 7. [18] The depth of grooves at intersections and on curved side of mate points shall be one-sixteenth (1/16) inch less than the depth of the wheel flange. Wherever possible the flange bearing shall be Report of the Committee on Way Matters 345 carried to a point where the wheel will have not less than two (2) 'nches tread bearing. The effective part of risers approaching the rjange bearing shall not be steeper than one-sixteenth (1/16) inch in one (1) inch of length and shall be made a maximum of one-thirty- second (1/32) inch in one (1) inch of length whenever possible. WHEEL CLEARANCE: 8. [17] Tread clearance shall be four (4) inches in width for A. E. R. E. A. wheels and four and one-half (4^) inches for M. C. B. wheels, unless otherwise specified. LINE AND SURFACE: 9. C15] The line and surface of all work shall be practically true and uniform throughout, with no greater variation than one-sixteenth (1/16) inch in five (5) feet of length. LENGTHS OF TONGUE SWITCHES AND MATES : 10. [19] The lengths of tongue switches and mates shall be [of Manufacturers' Standard lengths] in accordance with the following table of Dimensions of Switches and Mates: 4 •Ar X Table I — Dimensions of Switches and Mates. Standard Radius 50' Lat. 75' Lat . 100' Lat . 1S0' Lat. 200' Lat. 100' Wye ISO' Wye 200' Wye 350' Wye Radius for all gauges R 47 '-7 ¥' 72'-7\" 97'-7i" I47'-7i" I97'-7|" 97'-7i" 147-7 1" i97'-7i" 347-7 i" Dimensions BandC D E and F -6" io'-o" -6" io'-o" 0" I2'-0" 0" I2'-0" 0" i3'-6" 0" l3'-6" 12" 15-0" 12" i5'-o" 18" i6'-6" 18" i6'-6" -6" io'-o" -6" io'-o* 0" I2'-0" 0" I2'-o" 0" i3'-6" 0" i3'-6" 12" i6'-6" 12" i6'-6" Note. — It is recommended that the 100 foot radius Lateral and 200 foot radius Wye s hall be used wherever practicable. It will rarely be found necessary to use others. 346 Engineering Association [IV. Cast Steel With Hard Center Construction. (For Girder Rail.)] [TONGUE SWITCHES, MATES, FROGS AND CROSSINGS:] CAST STEEL BODY DIMENSIONS: II. E25] (a) Tongue switches, mates, frogs and crossings {not steam railroad crossings) shall consist of cast steel bodies, the extremities conforming to the adjoining rail and have hard steel centers secured to the bodies. The bodies shall be of uniform depth of six (6), seven (7) or nine (9) inches [and not less than the highest of the connecting rails] and be provided with a base flange not less than three (3) inches wide on each side of double web sections and five (5) inches wide on single web sections. (b) The crow-sections shall provide minimum thickness of metal as follows : Thickness under groove, 24 in- Thickness under center, 24 hi. Thickness of vertical walls or webs, y& in. for double webs. Thickness of vertical walls or webs, 24 single webs. Thickness of base, J/2 in. at outer edge, 24 in. at web. HARD-CENTERS: 12. (a) Hard-center inserts shall be made of manganese steel or other hard steel as approved by the Purchaser. (b) The centers shall be not less than two (2) inches thick from tread surface to bottom of centers with a minimum thickness under the groove of three-quarters (24) inch and shall be of such length as to provide for a full tread at the ends where they join the cast steel bodies. No center [to] shall be shorter than twelve (12) inches measured on the gauge lines. The centers shall be fastened to the bodies by an efficient method, and in frogs and crossings shall be renewable. Hard center inserts shall have either a partial or full machine bearing when specified. The running surface of hard centers must be finished to a true level with the adjoining body castings. TONGUE SWITCHES: 13 [30] The switches shall be provided with a hard steel center at the point of, and a hard steel bed under the entire length of the tongue. The tongue shall be of hard steel provided with lateral flanges to promote lateral stiffness, and be constructed at the heel to give an adequate bearing with a secure and adjustable heel fasten- ing. There shall be provision for attaching throwing or other con- trolling mechanism, and the box containing same, to either side of the switch. The tongue shall be arranged for such attachment when specified. Provision shall also be made for attaching a cleaning box to the switch castings opposite the throwing device and openings shall be provided in the tongue bed for proper drainage. All bearing parts Report of the Committee on Way Matters 347 of the tongue and switch bed shall be properly finished to a good surface. The tread of the tongue shall be at least one-quarter (%.) inch above the curved tread of the switch, from one (1) foot from tongue point to give an effective guard where required. Switch tongues shall be finished so that practical interchangeability is assured. MATES : 14. [31] Mates shall [be uniform in length with the tongue switches. The] have a hard steel wearing plate which shall include the guard as well as the running surfaces and be of sufficient length to provide at least a two (2) inch tread at both ends. The hard steel wearing plate in mates need not be renewable. FROGS AND CROSSINGS; LENGTH OF ARMS AND CASTINGS: 15. [28] (a) The length of frog and crossing arms shall be suffi- cient to give at least six and one-quarter (6*4) inches clearance be- tween vertical webs at end of joint plates with a minimum length of three (3) feet unless adjoining piece will not permit. (b) Single crossings [to] shall be cast in two (2) pieces in angles from 90 to 60 deg., and in four (4) pieces for angles under 60 deg. In two (2) piece crossings or compound pieces the length of arms shall be kept under four (4) feet six (6) inches. Castings shall not exceed a maximum of sixteen (16) feet in length. JOINTS: 16. [12. Where] Parts of castings connecting directly with rails, [they] shall be finished for a tight fit of standard splice bars through- out the length of such bars and projecting portions of castings taking the place of joint plates shall be finished to a splice bar fit. When joints are bolted up tight, the rails shall align correctly with the castings with no greater variation than one thirty-second (1/32) inch in either line or level. For joints between castings, special splice bars may be used only when it is impossible to apply standard bars and the finish shall then be maintained equally good. Joints shall be tight. Occas- ional open joints shall not exceed one-eighth (%) inch. Manufacturers shall make note of such open joints on drawings. COMPROMISE JOINTS : 17. [13] O) Compromise joints shall be avoided wherever possible by shaping the ends of special pieces to match the adjoining rail, or compromise rails shall be used consisting either of steel castings or two pieces of rails connected by cast welding or other welding method, and shaped on the two ends to suit the respective sections to be joined. Such compromise rails shall be not less than five (5) feet long over all. 348 Engineering Association (b) Where the foregoing is not specified or, practicable, compromise joints shall be of forged or cast steel at least equivalent in strength to the joint for the lower rail and must be finished to a good fit, so that good line and surface are obtained. (c) [d] Where girder guard rails connect with [other] different rail sections the shape of the guard shall be modified in a distance of six (6) to nine (9) inches to conform gradually and as nearly as practicable to the contour of the connecting section. (d) [c] Compromise joints shall be designated in accordance with the recommended practice of the American Electric Railway Engineer- ing Association {Engineering Manual Ws3a). PAVING FACE: 18. [14.] In work specified for paved streets the angles in [switches, mates and] frogs and crossings shall be filled to provide paving faces to a width of not less than four (4) inches and in switches and mates to not less than three (3) inches by carrying out the castings forming the body of the piece length of arms and joints will permit. Where this is not possible, paving chocks shall be used consisting of separate iron castings which must have ample bearing on the bottom flanges of the special pieces and rails to prevent their being depressed under vehicular traffic and [to] be so constructed as to permit their being placed and solidly grouted after the joint plates are applied. [II. GENERAL REQUIREMENTS AND FINISH] V. WORKMANSHIP, ASSEMBLY AND FINISH WORKMANSHIP: ig. Workmanship shall be first class, in accordance with best current practice, and assembly of the several parts shall be such that uniformity of detail and finish will result. [CASTINGS] FINISH OF CASTINGS: 20. (a) [9] Castings shall be reasonably smooth and true to pattern in accordance with good foundry practice. Large lumps, sharp fins, sand and chills on the outside of castings shall be removed. The castings shall be free from blow holes, sand holes, cracks, cold shuts or other defects which in the inspector's judgment would impair their serviceability. Castings must be out of [twist] wind and reasonably true, both as to general surface and alignment, and must not show any signs of straining or undue denting produced in the straightening process. Castings shall not be painted [prior to inspection,] nor shall any effort be made to conceal or rectify defects prior to inspection. Report of the Committee on Way Matters 349 [RUNNING SURFACES:] (&) [10] Running surfaces of castings and hard centers shall be finished [to] with as good surfaces as those of rolled rail. [BOTTOM OF CASTINGS:] (c) [11 The bottom part] That portion of castings which rests on ties shall be straight and out of [twist] wind and shall be free from lumps or such imperfections as would prevent a good bearing. The wind or warp in bottom surfaces of castings shall not exceed one- eighth inch in five (5) feet and when work is specified for use with steel tie structures exceptional care shall be exercised to secure practically true bearing surfaces. FINISHING OF ENDS: 21. All ends of frogs, switches, mates, crossings or rail lengths, shall be finished square to the axis of the rail unless otherwise specified. A variation of more than one thirty-second (1/32) inch in the width of the head out of square will not be accepted. There shall be no variation of more than one-quarter (%.) inch from theoretical lengths and such variations shall be noted on plans. CURVING OF RAILS: 22. All curved rails shall be so bent true to templet throughout their entire length and depth that when ready for installation all parts of the under surface of the base will. rest in a plane. ASSEMBLY FOR INSPECTION: 23. Before any of the work is shipped, the several parts shall be assembled, and inspected and checked to insure proper fit and con- formity with plans. VI. MARKING AND SHIPPING 24. All material shall be given suitable shop marks by painting and die stamping for ready identification, corresponding to marks given on plans. Die stamping figures shall not be less than five-eighths inch high. This marking shall be carefully arranged to insure proper and easy assembly of material in the field. No paint, tar or other covering shall be used before inspection and not at any time unless definitely required by the specifications. VII. INSPECTION 25. [20] The inspector representing the Purchaser shall have all reasonable facilities afforded him by the Manufacturer to satisfy him- self that the finished material is furnished in accordance with these specifications. All [tests and] inspections shall be made at the place of manufacture unless otherwise arranged. 35o E ng in eerin g A ssociaiion SPECIFICATIONS FOR IRON-BOUND HARD-CENTER SPECIAL WORK * (Adopted 19 1 5) Revised and submitted for adoption in lieu of present Recom- mended Specification for special Work. (Engineering Manual Ws 4a.) (Note : Revision covers form onlv, with no substantial changes in original subject mat- ter. [See Engineering Manual Ws 4a.] All matter enclosed in full-face brackets is to be omitted and matter shown in italics is new and is to be added.) 1. These specifications are intended to cover the manufacture of special track work wherein the tongue switches, mates, frogs and crossings are made principally of rolled rail arms bound together by cast iron bodies having recesses to receive the hard steel centers which form the running portions between the rolled rail arms, and at points receiving the principal wear. I. MATERIALS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: 2. All work furnished under these specifications shall be manu- factured of materials made in accordance with the Recommended Specifiations for Materials for Use in the Manufacture of Special Track Work of the American Electric Railway Engineering Associa- tion (Engineering Manual \Ys-4b). //. CHEMICAL PROPERTIES AND TESTS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: 3. The chemical composition and tests covering each of the several materials in the special work shall conform to the requirements of the Recommended Specifications of the American Electric Railway En- gineering Association for Materials for Use in the Manufacture of Special Track Work (Engineering Manual \Vs-4b). ///. PHYSICAL PROPERTIES AND TESTS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: 4. The physical properties and tests covering each of the several materials in the special work shall conform to the requirements of the Recommended Specifications of the American Electric Railway Engineering Association for Materials for Use in the Manufacture Special Track Work (Engineering Manual \Vs-4b). IV. DESIGN ENGINEERING DATA AND DRAWINGS: 5. (a) The Manufacturer shall obtain all necessary engineering data either in the field or from such plans and data as may be furnished 'Approved by both the Committer on Standards and the 1916 Convention. Report of the Committee on Way Matters 351 by the Purchaser. The Manufacturer shall be held responsible only for the accuracy of such data as he may obtain which is not furnished by the Purchaser. (b) The Manufacturer shall submit working drawings, showing engineering data, piece numbers and lengths, when so specified. (c) The drawings of the Purchaser and the Manufacturer's draw- ings approved by the Purchaser shall be a part of the specifications. Anything not shown on the drawings but which is mentioned in the specifications, or vice versa, and anything not expressly set forth in either but which is reasonably implied, shall be furnished the same as if specifically shown and mentioned in both. Any omissions from drawings or specifications necessary for a clear understanding of the work shall be called to the Purchaser's attention promptly by the Manufacturer. GROOVES, FLANGE WA YS AND GAUGE: 6. (a) [16] Grooves, flangeways and gauge shall conform to the Recommended Practice of the American Electric Railway Association {Engineering Manual Ws 2a). {b) Flangeways shall not vary from the widths and depths specified by greater amounts than allozued by the following table of permissible variations: Width of Flangezvay Depth of Flangeway {Inches) {Inches) Under Over Under Over None A tV ttv (c) When M. C. B. -flangeways are specified, the depth and width shall not be less than one and three-fourths inches. FLANGE BEARING: 7. [18] The depth of grooves at intersections and on curved side of mate points shall be one-sixteenth (1/16) inch less than the depth of the wheel flange. Wherever possible the flange bearing shall be carried to a point where the wheel will have not less than two (2) inches tread bearing. The effective part of risers approaching the flange bearing shall not be steeper than one-sixteenth ( 1/16) inch in one (1) inch of length and shall be made a maximum of one-thirty- second (1/32) inch in one (1) inch of length whenever possible. WHEEL CLEARANCE: 8. [17] Tread clearance shall be four (4) inches in width for A.E.R.E.A. wheels and four and one-half {4Y2) inches for M. C. B. wheels unless otherwise specified. LINE AND SURFACE: p. [15] The line and surface of all work shall be practically true and uniform throughout, with no greater variation than one-sixteenth (1/16) inch in five (5) feet of length. 352 Engineering Association LENGTHS OF TONGUE SWITCHES AND MATES: 10. [19] The lengths of tongue switches and mates shall be [of Manufacturers' Standard lengths] in accordance with the following table of Dimensions of Switches and Mates unless otherwise specified : & — — 4 -A- 4 ^ \ Table I — Dimensions of Switches and Mates. Standard" Radius So' Lat. 75' Lat. 100' Lat. ISO' Lat. 200' Lat . 100' Wye 1 so' Wye 200' Wye 350' Wye Radius for all gauges R 47-7 h" 72'-7i" 97 -73" 147-73" I97'-7i" 97'-7§* 147 -73" I97'-7|" 347 -7 i" Dimensions Band C EandF -6" 18" -6" io'-o" I2'-0" i3'-6" i5'-o" i6'-6" io'-o" I2'-0" l3'-6" i6'-6" io'-o" I2'-0" i3'-6" 15-0" i6'-6" io'-o" I2'-0" 1 3 '6" i6'-6" Note. — It is recommended that the 100 foot radius Lateral and 200 foot radius Wye shall be used wherever practicable. It will rarely be found necessary to use others. [V. ROLLED RAIL ARMS, IRON BOUND, WITH HARD- CENTER CONSTRUCTION, TONGUE SWITCHES, MATES, FROGS AND CROSSINGS.] CONSTRUCTION OF BODY CASTINGS; MINIMUM DIMENSIONS: 11. (a) [29] Tongue switches, mates, frogs and crossings shall con- sist of rolled rail arms bound together by a cast body with a recess to receive a hard steel center which shall form the running portions of the structure between the rolled rail arms. The body portion shall be of a cro^-section giving not less than one and one-quarter (i}4) inches thickness of metal underneath the hard steel center, not less than one and three-eighths (1^) inches thickness of walls and not less than six (6) inches total width of bearing surface on the ties. It shall be provided with a spiking ledge on the outside. The minimum depth of the body portion shall be seven (7) inches. Report of the Committee on Way Matters 353 [BINDING:] (b) [33] The rail arms must be secured in the body casting by- proper means and an adequate amount of the cast metal along the webs of the rail to assure their being held absolutely tight and to give proper strength to both the rail arms and the body casting. HARD-CENTERS: 12. (a) Hard-center inserts shall be made of manganese-steel or other hard steel as approved by the Purchaser. (b) [Part of 29.] The centers shall be not less than two (2) inches thick from tread surface to bottom of centers, with a minimum thickness under the grooves of three-quarter (%) inch. They shall be fastened to the body portion by an efficient method, and in frogs and crossings shall be renewable. Hard-center inserts shall have either a partial or full machine bearing when specified. The running surface of hard-centers must be finished to a true level with the adjoining rolled rail. TONGUE SWITCHES: 13. [30] The switches shall be provided with a hard steel center at the point of, and a hard steel bed under the entire length of the tongue. The tongue shall be of hard steel provided with lateral flanges to promote lateral stiffness, and be constructed at the heel to give an adequate bearing with a secure and adjustable heel fastening. There shall be provision for attaching throwing or other controlling mechan- ism, and the box containing same, to either side of the switch. The tongue shall be arranged for such attachment when specified. Pro- vision shall also be made for attaching a cleaning box to the switch castings opposite the throwing device and openings shall be provided in the tongue bed for proper drainage. All bearing parts of the tongue and switch bed shall be properly finished to a good surface. The tread of the tongue shall be at least one-quarter inch above the curved tread of the switch, from one (1) foot from tongue point to give an effective guard where required. Switch tongues shall be finished so that practical interchangeability is assured. MATES: 14. [31] Mates shall [be uniform in length with the tongue switches. Thel have a hard steel wearing plate which shall include the guard as well as the running surfaces and be of sufficient length to provide at least a two (2) inch tread at both ends. The hard steel wearing plate in mates need not be renewable. FROGS AND CROSSINGS; LENGTH OF ARMS: 15. [32] (a) Frog and crossing arms shall be long enough to give six and one-quarter (6^4) inches clearance between webs at end of joint plates. When adjoining pieces, or a combination of pieces, prevent a length of arm for proper joining, pieces made of cast steel with 12 354 Engineering Association hard steel center, or solid manganese steel, may be substituted at the Manufacturer's option. (b) Crossings shall be in one (i) and two (2) pieces, or in small angles, in four (4) pieces, at Manufacturer's option. Outside crossing- arms shall be not less than three (3) feet in length unless joined to other pieces necessitating shorter lengths. (c) The hard steel center plate shall be of sufficient length in all cases to provide a full tread at the junction with the rolled rails and no center shall be less than twelve (12) inches long, measured on the gauge line. JOINTS: 16. [12] Where castings connecting directly with rails, they shall be finished for a tight fit of standard splice bars throughout the length of such bars and projecting portions of castings taking the place of joint plates shall be finished to a splice bar fit. When joints are bolted up tight, the rail shall align correctly with the cast- ings with no greater variation than one-thirty-second (1/32) inch in either line or level. For joints between castings, special splice bars may be used only when it is impossible to apply standard bars and the finish shall then be maintained equally good.] Joints shall be tight. Occasional open joints shall not exceed one-eighth (%) inch. Manu- facturers shall make note of such open joints on drawings. COMPROMISE JOINTS: 17. [13] (a) Compromise joints shall be avoided [wherever possible by shaping the ends of special pieces to match] by making arms of the same section as the adjoining rail, or compromise rails shall be used consisting either of steel castings or two pieces of rails con- nected by cast welding or other welding method, and shaped on the two ends to suit the respective sections to be joined. Such compromise rails shall be not less than five (5) feet long over all. (b) Where the foregoing is not specified or, practicable, compromise joints shall be of forged or cast steel at least equivalent in strength to the joint for the lower rail and must be finished to a good fit, so that good line and surface are obtained. (c) Id] Where girder guard rails connect with [other] different rail sections the shape of the guard shall be modified in a distance of six (6) to nine (9) inches to conform gradually and as nearly as practicable to the contour of the connecting section. (d) [c] Compromise joints shall be designated in accordance with the Recommended Practice of the American Electric Railway Engineer- ing Association (Engineering Manual Ws 3a). PAVING FACE: 18. [14] In work specified for paved streets the angles in switches, mates and frogs shall be filled to provide paving faces to a width Report of the Committee on Way Matters 355 of not less than four (4) inches by carrying out the castings form- ing the body of the piece where length of arms and joints will permit. Where this is not possible, paving chocks shall be used consisting of separate iron castings which must have ample bearing on the bottom flanges of the special pieces and rails to prevent their being depressed under vehicular traffic and [to] be so constructed as to permit their being placed and solidly grouted after the joint plates are applied. [II. GENERAL REQUIREMENTS AND FINISH] V. WORKMANSHIP, ASSEMBLY AND FINISH WORKMANSHIP: 19. Workmanship shall be first class, in accordance with best current practice and assembly of the several parts shall be such that uniformity of detail and finish will result. [CASTINGS:] FINISH OF CASTINGS: 20. (a) [9] Castings shall be reasonably smooth and true to pat- tern in accordance with good foundry practice. Large lumps, sharp fins, sand and chills on the outside of castings shall be removed. The casting shall be free from blow holes, sand holes, cracks, cold shuts or other defects which in the inspector's judgment would impair their serviceability. Castings must be out of [twist] wind and reason- ably true, both as to general surface and alignment, [and must not show any signs of straining or undue denting produced in the straightening process.] Castings shall not be painted [prior to inspection,] nor shall any effort be made to conceal or rectify defects, prior to inspec- tion. [RUNNING SURFACES:] (b) [10] Running surfaces of [castings] hard-centers shall be finished to as good surfaces as those of rolled rail. [BOTTOM OF CASTINGS:] (c) [11] The [bottom part] base of castings and rail arms which rests on ties shall be [straight and out of twist and shall be] free from lumps or such imperfections as would prevent a good bearing. The wind or warp in base of pieces shall not exceed one-eighth (%) inch in five (5) feet and when work is specified for use with steel tie structures exceptional care shall be exercised to secure practically true bearing surfaces. SAWING OF RAILS: 21. All rails whether furnished in frogs, switches, mates, crossings or rail lengths, shall be sawed square to the axis of the rail unless otherwise specified. A variation of more than one-thirty-second {1/32) 356 Engineering Association inch in the width of the head out of square will not be accepted. There shall be no variation of more than one-quarter (%) inch from theoretical lengths, and such variations shall be noted on plans. CURVING OF RAILS: 22. All curved rails shall be so bent true to templet throughout their entire length and depth that when ready for installation all parts of the under surface of the base will rest in a plane. ASSEMBLY FOR INSPECTION: 23. Before any of the work is shipped, the several parts shall be assembled, and inspected and checked to insure proper fit and con- formity with plans. VI. MARKING AND SHIPPING 24. All material shall be given suitable shop marks by painting and die stamping for ready identification, corresponding to marks given on plans. Die stamping figures shall not be less than five-eighths (5^) inch high. This marking shall be carefully arranged to insure proper and easy assembly of material in the field. No paint, tar or other covering shall be used before inspection and not at any time unless definitely required by the specifications. VII. INSPECTION 25. [20] The inspector representing the Purchaser shall have all reasonable facilities afforded him by the Manufacturer to satisfy himself that the finished material is furnished in accordance with these specifications. All [tests and] inspections shall be made at the place of manufacture unless otherwise arranged. SPECIFICATIONS FOR PLAIN BOLTED SPECIAL WORK * (Submitted for Adoption as a Recommended Specification) 1. These specifications are intended to cover the manufacture of special track work wherein the split switches and accessories, tongue switches, mates, frogs, crossings, curves, guard rails and connecting rails are made principally of rolled steel rails properly shaped by machining or grinding and secured together by means of cast iron, cast, forged or rolled steel fillers, bolts, rivets and plates. The term " plain bolted " shall be considered as being synonymous with the term " built up." ♦Approved by both the Committee on Standards and the 1916 Convention. Report of the Committee on Way Matters 357 I. MATERIALS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: 2. All work furnished under these specifications shall be manu- factured of materials which are in accordance with the Recommended Specifications of the American Electric Railway Engineering Asso- ciation for Materials for Use in the Manufacture of Special Track Work {Engineering Manual \Vs-4b). II. CHEMICAL PROPERTIES AND TESTS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: 3. The chemical composition and tests covering each of the several materials in the special work shall conform to the requirements of the Recommended Specifications of the American Electric Railway- Engineering Association for Materials for Use in the Manufacture of Special Track Work {Engineering Manual Ws-4b). III. PHYSICAL PROPERTIES AND TESTS CONFORMITY WITH ASSOCIATION SPECIFICATIONS: 4. The physical properties and tests covering each of the several materials in the special work shall conform to the requirements of the Recommended Specifications of the American Electric Railway Engineering Association for Materials for Use in the Manufacture of Special Track Work {Engineering Manual Ws-4b). IV. DESIGN ENGINEERING DATA AND DRAWINGS: 5. (a) The Manufacturer shall obtain all necessary engineering data either in the field or from such plans and data as may be furnished by the Purchaser. The Manufacturer shall be held responsible only for the accuracy of such data as he may obtain which is not furnished by the Purchaser. {b) The Manufacturer shall submit working drawings showing engineering data, piece numbers and lengths, when so specified. (c) The drawings of the Purchaser and the Manufacturer's draw- ings approved by the Purchaser shall be a part of these specifications. Anything not shown on the drawings but which is mentioned in the specifications or vice versa and anything not specifically set forth in either, but which is reasonably implied, shall be furnished the same as if specifically shown and mentioned in both. Any omissions from drawings or specifications necessary for a clear understanding of the work shall be called to the Purchaser's attention promptly, by the Manufacturer. GROOVES, FLANGEWAYS AND GAUGE: 6. (a) Grooves, flangeways and gauge shall conform to the Recom- mended Practice of the American Electric Railway Engineering Association {Engineering Manual Ws 2a). 358 Engineering Association (b) Flangeways shall not vary from the widths and depths specified by greater amounts than allowed by the following permissible varia- tions : — (c) When M. C. B. flangeways are specified, the width and depth shall not be less than one and three-fourths (i^i) inches. FLANGE BEARINGS: 7. When flange bearing is required the depth of groove at inter- sections and on curved side of mate points shall be one sixteenth (1/16) of an inch less than the depth of the wheel flange. Wherever possible the flange bearing shall be carried to a point where the wheel will have not less than two (2) inches tread bearing. The effective part of risers approaching the flange bearing shall not be steeper than one-sixteenth (1/16) inch in one (1) inch of length and shall be made a maximum of one-thirty-second (1/32) inch in one (1) inch wherever possible. WHEEL CLEARANCE: 8. Tread clearance shall be four (4) inches in width for A. E. R. E. A. wheels and four and one-half (4H) inches wide for M. C. B. wheels unless otherwise specified. LINE AND SURFACE: 9. The line and surface of all work shall be practically true and uniform throughout, with no greater variation than one-sixteenth (1/16) inch in five (5) feet of length. LENGTHS OF TONGUE SWITCHES AND MATES: 10. The lengths of tongue switches and mates shall be in accordance with the following table of Dimensions of Switches and Mates : Width of Flangeway Inches Under Over None A Depth of Flangeway Inches Under Over 1 1 _3 Report of the Committee on Way Matters 359 Table I — Dimensions of Switches and Mates. Standard Radius Radius for 3,11 g3,Ug6S R Dimensions A B and C D EandF 50' Lat 47-71" -6" io'-o" -6" io'-o" 75' Lat 7 2-7 \" 0" I2'-0" 0" I2'-0" 100' Lat 97-7*" 0" i3'-6" 0" i3'-6" 150' Lat i47'-7i" 12" 15-0" 12" 15-0" 200' Lat l97'-7i" 18" i6'-6" 18" i6'-6" 100' Wye 97'-7i" -6" io'-o" -6" io'-o" 150' Wye I47'-7j" 0" I2'-0" 0" I2'-Ow 200' Wye l97'-7i" 0" i3'-6" 0" i3'-6" 350' Wye 347'-72" 12" i6'-6" 12" i6'-6" Note. — ■ It is recommended that the 100 foot radius Lateral and 200 foot radius Wye shall be used wherever practicable. It will rarely be found necessary to use others. GUARDS — FOR FROGS AND CURVES : 11. (a) Frog guards shall be furnished when specified. They shall be similar in design to regular rolled rail guards in all respects. They shall be suitably flared at ends and provided with spacing blocks and braces as called for. They may be made of second quality rails. (b) Frog guards shall not be less than ten (10) feet nor more than fifteen (15) feet long over all. (c) Guards for standard section rails on curves shall be of standard section rails unless rolled shaped guards or flat bar guards are definitely specified. If of standard section rail on sharp curves of 100 ft. radius or less for wheels with flanges shallower than M.C.B. flanges unless otherwise specified, the top of the guard rail shall be raised above the level of the running rail at least five-sixteenth (5/16) inch by the use of step tie plates if guard section is same as running rail or by the use of suitable higher rail with bases set level. For M.C.B. flanges the guards shall be level with the running rail. The guard rails shall be fastened to the running rails by through bolts as specified in section 17(a) and cast iron or steel spacing blocks not less than three (3) inches long and spaced not more than thirty (30) inches on centers. (d) Guard rail joints shall have an overlapping filler with two bolts with short splice bars on the outside or joints may be the same as those used on the running rail. RAIL BRACES: 12. Rail braces shall be of pressed steel not less than five-sixteenths (5/16) inch in thickness unless cast iron or malleable iron is specified. They shall be of approved design and have a good fit under the head and against the web of rail. 360 Engineering Association FOOT GUARDS: 13. Foot guards shall be furnished only when specified. Unless otherwise specified they shall be made of rolled steel bars not less than three-eighths {fy&) inch thick and as wide as fishing section will permit. They shall be securely fastened by bolts or rivets to the web of the rail and extending to a four (4) inch opening where possible. COTTER PINS: 14. Cotter 'pins shall be used in all vertical bolts, pins and through body bolts in frogs and crossings. They shall be placed close up to the nut. WASHERS, HEAD LOCKS AND NUT LOCKS: 15 (a) Flat washers under the nut shall not be less than three- eighths inch thick. Angle or beveled washers and head locks shall not be less than one-eighth {%) inch thick at the thin end. Washers other than spring type lock washers shall not be less than two and, one-half (2^2) inches long and of ample width to provide bearing against the head and base of rail. (b) All main or body bolts and through bolts shall be provided with special shaped heads or with separate head locks and with approved nut locks of pattern large enough to give full bearing for the nut. SAWING OF RAILS: 16. All rails whether furnished in frogs, switches, mates, crossings or rail lengths shall be sawed square to the axis of the rail unless otherwise specified. A variation of more than one-thirty-second (1/32) inch in the width of the head out of square will not be accepted. There shall be no variation of more than one-quarter (^) inch from theoretical lengths, and such variation shall be noted on plans. MINIMUM DIAMETERS, BOLTS, RIVETS AND RIVET HOLES: 17. (a) The minimum diameters of through bolts shall be con- trolled by the depth of the fishing space measured along the vertical center line of the rail as follows : — Depth of fishing space Minimum diameters of bolts {Inches) {Inches) From To .,1 1 2fi 3 i£ ph - ii {b) Joint bolts shall be of mill standard for section of rail used, unless otherwise specified. Report of the Committee on Way Matters 361 (c) The minimum diameter of rivets and bolts used for any pur- pose shall be five-eighths ($/&) inch. The diameters of rivet holes shall not be more than one-sixteenth (1/16) inch greater than the diameters of corresponding rivets. JOINTS: 18. Joints for bolted work in streets shall be tight. Occasional open joints shall not exceed one-eighth (%) inch. Joints for work for open tracks need not be tight but no joint shall be more than one-eighth {%) inch open, excepting joints designated as insulated joints. When joints are bolted tightly, the rails shall align correctly with each - other with no greater variation than one-thirty-second (1/32) inch in either line or level. Occasional open joints in guard rails shall not exceed one-quarter (%) inch. The Manufacturer shall make note of such open joints on plans. COMPROMISE JOINTS: 19. (a) Compromise rails shall be used instead of compromise joints wherever possible. They shall be made of steel castings or two pieces of rail connected by cast welding or other welding methods. Where this practice is not specified or practicable, compromise joints shall be of forged or cast steel at least equivalent in strength to the joint for the lower rail and must be finished to a good fit so that good line and surface are obtained. (b) Where guard rails connect with other sections the shape of the guard shall be modified in a distance of six (6) to nine (9) inches to conform gradually and as nearly as practicable to the con- tour of the connecting section. (c) Compromise joints shall be designated in accordance with the Recommended Practice of the American Electric Railway Engineering Association (Engineering Manual Ws 3a). PAVING FACE: 20. In work specified for paved streets the angles in switches, mates and frogs shall be filled to provide paving faces to a width of not less than four (4) inches, by means of paving chocks consisting of iron castings which must have ample bearing on the bottom flanges of the special pieces and rails to prevent their being depressed under vehicular traffic. They shall be so constructed as to permit their being placed and solidly grouted after the joint plates are applied. SPLIT SWITCH DESIGN: 21. (a) Split switch points shall be made as specified of Open- Hearth or Bessemer steel, Cast Manganese-steel or Rolled Manganese- steel rail. They shall be shaped, bent, drilled and shall conform in all respects to the specifications and designs of the American Railway Engineering Association for frogs, crossings and switches as given 362 Engineering Association in sections 45 to 49 inclusive (1915 Edition of Manual — Pages 178 and 179) except that top planing at points shall be not more than one-quarter (%) inch below top of stock rail for A. E. R. E. A. wheel flanges and point rails shall be cambered to suit number of slide plates specified. (b) The point rails shall be singly or doubly reinforced by means of bars not less than three-eighths inch thick of a width to fit the fishing and extending from the point to twenty-four (24) inches from the heel, when such reinforcement is specified. (c) Split switch point rails shall be of the following standard lengths, designated as " short point rails " and " standard point rails." All switch point rails shall be designed for a minimum heel spread of five and one-half (5H) inches. (d) Manganese-steel pointed switches shall conform in all respects with the design and dimensions of the Standard of the Manganese Track Society for manganese-steel switch points, issued in October, 1914, except as modified by these specifications. (e) The throw of all split switch points shall be three and one- quarter (3^4) inches measured at a point opposite the center line of the first switch rod (head rod), unless otherwise specified. SWITCH RODS: 22. (a) Switch rods shall be made of wrought iron or steel three- quarters (24) inch by two and one-half (2^) inches, held in horizontal plane with flat side parallel with bases of rails. Bolt holes in switch rods shall be one and one-thirty-second (1 1/32) inches in diameter for one (1) inch turned bolt and there shall be at least one and one- half (1^) inches of metal between ends of rods and nearest edge of holes. They shall be furnished with means for adjustment when specified. (b) Switches shall be provided with not less than two nor more than four switch rods, including Number 1 rod. Standard point (15 ft.) rails without reinforcing bars shall be provided with four rods. Single reinforced switches shall be provided with three rods. Double reinforced switches and short point (10 ft.) rails shall be provided with two rods. (c) Switch rods shall be attached to the points so that the center of Number 1 rod shall be twelve inches from the switch point. All other rods shall be spaced twenty (20) inches on centers beginning with the center of Number 1 rod. (d) Lugs for attaching switch rods shall be not less than one-half (y2) inch thick for pressed steel or not less than three-eighths (^) inch thick for malleable iron. The distance between centers of holes Short point rails . . Standard point rails Length over all 10 ft. IS ft. Report of the Committee on Way Matters 363 for bolts used for fastening lugs to web of switch rails shall be five (5) inches. Bolts for attaching rods to the lugs shall be five- eighths (^i) inch diameter for use with rails weighing 60 lb. per yd. or less. Bolts for use with rails weighing more than 60 lb. per yd. shall be three-quarter (24) inch diameter. SLIDE PLATES: 23. Slide plates shall be not less than five (5) inches wide for solid risers and not less than six (6) inches wide for pressed-up risers. The thickness shall not be less than three-eighths inch for rails weighing 80 lb. per yd. or less and not less than one-half (l/2) inch for rails weighing more than 80 lb. per yd. They shall be provided with shoulder for back of rail brace and shall have not less than three (3) spike holes each. Short point (10 ft.) switches shall be provided with eight (8) plates and six (6) braces. Standard point switches (15 ft.) shall be provided with twelve (12) plates and eight (8) braces. STOP BLOCKS: 24. Stop blocks shall be placed as nearly as practicable midway between end of head planing and heel of switch. They shall be of cast iron or forged steel not less than five-eighths (^) inch by two (2) inches and bolted or riveted to the switch rails. SWITCH HOUSINGS: 25. Switch housings, when required, shall be made of cast Manga- nese-steel unless otherwise specified. Switch housings "shall be mounted upon malleable iron or steel supporting chairs. (B) Frogs and Accessories LENGTHS OF FROGS: 26. Frogs for turnouts and crossovers built up of Standard Section fail shall have a length over all of one and one-half (1^) times the frog number with a minimum length of eight (8) feet for rigid frogs and fifteen (15) feet for spring frogs. Length from the half {%) inch point to the heel must equal the frog number in feet with minimum length for rigid frog of five (5) feet and a minimum length for spring frogs of eight (8) feet. FROG AND CROSSING ARMS: 27. Frog and crossing arms shall in all cases be long enough to give six and one-quarter (6*4) inch clearance between webs at end of splice bars. When adjoining pieces or combination pieces prevent a length of arm for proper joining, special pieces made of cast steel may be substituted. A minimum arm length of three (3) feet shall be obtained unless adjoining pieces will not permit. 364 Engineering Association FROG POINTS, BODY FILLERS AND WING RAILS: 28. (a) Frogs shall be made with points formed of rails suitably planed and fitted together and securely held in correct position by main body fillers of rolled steel or cast iron of sufficient length to provide for not less than two (2) through body bolts passing through both point rails and wing rails. Wing rails shall lap the point not less than twenty (20) inches. (b) The body fillers shall be of sufficient length to provide proper flange bearings where required and the surfaces for such flange bear- ings shall be steel properly treated, or cast iron with chilled surface to provide hard wearing surface. SPRING FROGS: 29. (a) Spring frogs shall be single or double as may be specified. The spring wings shall lap the frog point to a spread of gauge lines of at least four and one-half (4^2) inches and eighteen (18) inches long flare beyond this point. (b) Spring frogs shall be provided with an approved anti-creeping device unless otherwise specified. SPRINGS AND SPRING HOUSINGS: 30. (a) Springs shall be of double coil helical type made of round spring steel not less than three-eighths (tfi) inch in diameter for out- side coil and not less than one-quarter (%) inch diameter for the inside coil. (b) Spring housings shall be made of cast iron, malleable iron or steel. (c) Springs and housings shall be attached to the rail by a spring bolt of npt less than one (1) inch in diameter and the bolt shall have a nut on each end provided with cotter pins. The bolt shall be fitted with an extra heavy wrought iron pipe separator extending between webs of the wing rails of the frog. The followers or bearings for the outer ends of springs shall be of cast iron of suitable thickness and have proper bevel and clearance to prevent binding in the housing. Springs shall be placed approximately twelve (12) inches ahead of the frog point. BEARING PLATES FOR FROGS: 31. (a) All spring rail frogs shall be provided with not less than three (3) tie bearing plates to permit free movement of spring wing rails unless their omission is definitely specified. (b) Tie piates under frogs shall be flat, true to surface and not less than five-eighths {%) inch thick by six (6) inches wide for rails weighing 8c lb. or less per yd., and1 not less than three-quarters (24) inch thick by six (6) inches wide for rails weighing more than 80 lb. per yd. Tie plates shall be of sufficient length to provide ample bearing for stops and hold-downs. Tie plates shall be securely fastened to the frogs by means of rivets or clips. Report of the Committee on Way Matters 365 (c) When so specified, base bearing plates shall be furnished under rigid and spring rail frogs. These plates shall be long enough to extend over at least three (3) ties from the theoretical point and to beyond the head planing of the point rails at the head and shall be of ample width to provide full bearing for clips, hold-downs, stops and similar devices. They shall be flat, true to surface and shall not be less than five-eighths inch thick for rail weighing 80 lb. per yd. or less, and three-quarters (24) inch thick for rail weighing more than 80 lb. per yd. Plates shall be securely fastened to the frogs or crossings by rivets or clips. STOPS AND HOLD-DOWNS: 32. Stops and hold-downs shall be so placed on the tie plates or base plates and riveted to base of rigid rail as to hold spring rails at one and seven eighths (1^5) inches opening at the one-half (^2) inch point and hold-downs shall be so designed for fit at stops as to allow at least two inches horizontal play and not over one-eighth (%) inch vertical play. Spring wings shall be provided with at least one hold-down and three stops. GIRDER RAIL FROGS: 33. Frogs made of grooved girder and girder guard rails shall be made with points formed by rails properly planed, shaped and machined, securely held together by means of body fillers and through bolts. Further strength shall be provided by means of rolled steel plates not less than three-quarters (24) inch thick, planed to fit the fishing section on the outside of the rails and through bolted. Flange bearing when required may be provided by suitably shaping the rails. (C) Tongue Switches, Mates and Crossings TONGUE SWITCHES: 34. Tongue switches shall have a cast iron, cast steel or rolled steel bed underneath the tongue. The tongue shall be of hard steel not less than two (2) inches thick and having a substantial pivot pin. The pivot pin shall be of sufficient size to provide ample strength and not less than two and seven-sixteenths (2T7e) inches in diameter and fitted accurately in a bored hole in the bed. The base of the tongue and the surface of the bearing bed shall be finished true and smooth so that the tongue will maintain a true bearing in any position. The tread of the tongue shall be at least one-quarter (%) inch above the curved tread of the switch from a point one (1) foot back from the point of the tongue toward the heel to provide an efficient guard where required. Tongues of switches of two hundred (200) feet radius or over may have their tops level with the curved tread surface. Provision for attachment of switch throwing or locking devices shall only be made when specified. 366 Engineering Association MATES; 35. (a) Mates shall be made with guards of sufficient length to extend past the point, toward the heel not less than twenty (20) inches and sufficiently toward the P. C. to guard the point of tongue properly. Where flange bearing is required the surfaces for such flange bearing shall be steel properly treated or cast iron with chilled surface to provide a hard wearing surface. (b) Body fillers shall be of sufficient length to properly protect the mate point and hold it in position with not less than four (4) through body bolts passing through the rail forming the point. (c) Mates made of girder grooved and girder guard rails shall be made with points formed of rails properly planed, shaped and machined, securely held together by body fillers and through bolts. Flange bearing may be provided by suitably shaping the rails. CROSSINGS: 36. (a) Crossings of angles from 90 deg. down to 35 deg. shall be made of double or triple rails as specified. They shall be made of rails suitably shaped, planed and fitted together and securely held by such main body fillers, heavy forged steel reinforced knees, rolled steel angle knees, through bolts, rivets and bearing plates or corner plates as may be required. One line of rails shall be carried through the crossing with the heads of the through rails notched for the flangeways of the intersecting rails. The through rails may be cut through vertically at the middle of the notch. Flange bearing when required shall be provided by hard steel fillers, by cast iron fillers having chilled top surfaces or by suitably planing the guard rails. (b) Single crossings may be made in one or two pieces at the Manufacturer's option unless otherwise specified. (c) Crossings having an angle of 35 deg. or less shall be made with frog point construction as provided in Sec. 28. V. WORKMANSHIP, ASSEMBLY AND FINISH WORKMANSHIP: 37. Workmanship shall be first class in accordance with best current practice and the assembly of the several parts shall be such that uni- formity of detail and finish will result. BOLT HOLES; METHOD OF DRILLING: 38. Main or body bolts shall have a driving fit in straight true holes and surrounding metal shall be free from burrs or cracks. Holes in carbon steel rail shall be drilled and shall be cylindrical and not conical. Drilling shall be accurately done on bevel where necessary and no punching shall be permitted except in manganese rails, bearing plates, tie plates and washers. Holes for main bolts shall be one- sixteenth (1/16) inch less in diameter than bolts to be used. The Report of the Committee on Way Matters 367 parts shall then he assembled and holes reamed straight and true with no offsets between adjacent parts and of such size as will give the driving fit. In lieu of this method the parts may be assembled and accurately fitted before any drilling is done; after the parts have been securely clamped in correct position the holes may be drilled of such size as will give driving fit for their entire length. All bolt holes through rails and fillers shall be drilled with a minimum clearance for rough bolts and they shall conform accurately to the required dimensions. RIVETS AND RIVETING: • 39. Rivets shall be provided with full neatly made heads when driven tightly so as to bring all parts in contact. When not counter-sunk or flattened they shall have standard button heads of uniform size for the same size rivets. Heads shall be concentric with the holes. All rivets in base bearing plates shall be counter-sunk flush with the plate on the under side of plates so as to provide a smooth bearing for the plate on ties. CURVING OF RAILS: 40. All curved rails shall be so bent true to templet throughout their entire length and depth that when ready for installation all parts of the under surface of the base will rest in a plane. SET-IN-GUARDS: 41. Set-in-guards shall be carefully fitted to the back of switch points to insure perfect line, surface and flangeway when point is open and1 accurate fit against the abutting rail when the point is closed. BOLT AND RIVET CLEARANCE IN SPLIT SWITCHES: 42. Care must be taken to provide at least one-eighth (%) inch clearance between heads on all rivets and bolts and the adjacent rails. FIT OF FILLERS, BRACES AND SPACERS: 43. All abutting parts and pieces shall have accurate true fit. All filler and spacer blocks shall fit in the bases, heads and webs of rails for a distance of one-half inch above the base and below the head and maintain required flangeway. Throat filler blocks shall fit sufficiently well to maintain required spacing. When the raised brand of rail interferes with fit of fillers the brand shall be removed. Fillers shall be grooved or cut to fit over rivet heads and bolt heads. HEATING OF RAILS: 44. (c) Manganese-steel- rails shall not be h'eated to more than a blue temper color for the purpose of kinking, bending, drilling or punching. (b) Open-hearth rails shall not be heated beyond a dull red for the foregoing purposes. Engineering Association Report of the Committee on Way Matters 369 hmMBenciintmgfoil Shpetidomir-I": ^a'-k-J-A Depth of ,j. /, \Wf~\'6 1 -Throaffobe Depth ofThroaHoie .J^L-U Sthan '/more than Depth or_ S^t^=^l %Mn0f Wheel Flange :fT W Flange- Skefch showing Incline tq-Fldnge Bearing Surface otToetnd_ _ ■—8-'0" " ~ ~^intof2"5pfedd' h of Throat, I . „ , D^than : ^Inna^ rlnwn in I Angle Hasher-.. ^HutLocY/^.J^y^-Z^Anqle Hd. Cotter, V':"-' ' rth of Throat to iuzyS more than i L*\ ic, 1 \oepth of Kheel Flange M^U^-T^^'tol'i" & | ~" > Depth of throat,: ,„ .,„( Depth „ -ic+ 1 tobek'Lessthan : Sloped down in I ibe's"- Fillers maybe Rolled Stef, Depfh of Wheel ssU — -6~>\ , '\oeptl or CI fiitn Top Sunace K \ _ioMFa£AJ^ Chiiled . ^Xc^-x/) inch by three-quarters (24) inch; shall bend cold on the flat side around a diameter of one (1) inch to an angle of 180 deg. without fracture. The bending may be accomplished by pressure or by blows. (b) Bending test demonstration from the test coupon, if specified by the Purchaser shall be made in the presence of his representative at the foundry where the castings are made. BOLTS: 23. (a) Steel in the bolts shall conform to the following minimum requirements as to tensile properties : Property Ultimate tensile strength (lb. per sq. in.) Elastic limit (lb. per sq. in.) Elongation in 2 in. (per cent.) Reduction in area (per cent.) Minimum Class A ioo, ooo 7S,ooo IS 40 Class B 7S,oco 50,000 IS 35 Note: The elastic limit shall not be less than 50 per cent of ultimate strength. Report of the Committee on Way Matters 375 (■&) The nut shall be capable of developing the full strength of the finished' bolt up to the yield point. .(c) Bolts and nuts shall be full threaded U. S. standard cut or rolled thread. (d) Small bolts not subject to severe strain need not conform to the foregoing requirements but shall conform to the following mini- mum requirements : Property Minimum 35,000 lb. per sq. in. 25 per cent. So per cent. (e) Class (B) bolts shall be furnished unless Class (A) bolts are specified by the Purchaser. CAST IRON FOR BODY CASTINGS: 24 The minimum transverse breaking strength of body casting test bars made to the specifications of the American Society for Testing Materials shall be thirty-eight hundred (3800) pounds, applied in the center between supports twelve (12) inches apart. IV. INSPECTION INSPECTION: 25. The inspector representing the Purchaser shall have all reason- able "facilities afforded to him by the Manufacturer to satisfy himself that the finished material is furnished in accordance with these speci- fications. All inspection and tests of material shall be made at the place of manufacture, provided the amount of any particular kind of material is 50 tons or more. If less than 50 tons the special work manufacturer shall certify that it is furnished in accordance with this specification, and if the Purchaser desires that tests be made, he shall bear the expense of the same. Should the material not meet the specification the Manufacturer shall stand the expense of such tests. Recommendations on Specifications for Special Work 1. (a) That the present form of Specification for Special Work, Engineering Manual Ws 4a, be discontinued, and (b) That separate specifications as prepared, be substituted, using such material from the present specification as may be available, for each distinct type of special work and for all materials used in all classes of special work. 376 Engineering Association 2. (a) That the Specification for Materials for Use in the Manu- facture of Special Track Work, shown on pp. 370 to 375, inclusive, be adopted as a Recommended Specification. (b) That the Specification for Plain Bolted Special Work, shown on pp. 356 to 370, inclusive, be adopted as a Recommended Specification. (c) That the Specification for Solid Manganese-Steel Special Work for Girder Rail, shown on pp. 337 to 343, inclusive, be adopted as a Recommended Specification. (d) That the Specification for Cast Steel Construction, Hard-Center Special Work, shown on pp. 343 to 349, inclusive, be adopted as a Recommended Specification. (e) That the Specification for Iron-Bound, Hard-Center Special Work, shown on pp. 350 to 356, inclusive, be adopted as a Recom- mended Specification. 3. (a) Your Committee recommends that the subject of Specifica- tions for Special Work be continued and reassigned to the ensuing Committee on Way Matters for the development of specifications for steam railroad crossings, and (b) That efforts be made to cooperate with the American Railway Engineering Association and the Manganese Track Society in standard- izing specifications and designs for steam railroad crossings. REVISION OF RECOMMENDED DESIGN OF 7 IN. AND 9 IN. JOINT PLATES (Subject No. i-b) NEW TITLE: DESIGNS FOB DRILLING OF RAILS .AND JOINT PLATES AND THEIR APPLICATION Your Committee agrees with the 1915 Committee on Way Matters in considering this subject a very broad one and necessitating careful study. Recom mendation Your Committee therefore recommends the continuance of this subject to the ensuing committee in order that more time may be available and proper tests made. CONVENTUAL SIGNS FOR RECORDING SURVEYS (Subject No. i-c) The review of this subject was first assigned to the 1915 Committee on Way Matters. That Committee reported that the present symbols for recording surveys shown in the Engineering Manual Wm 2a were illustrated on too small a scale for practical use and suggested that they be drawn to a larger scale and contain additional signs which Report of the Committee on Way Matters ^JJ should, as far as possible, be in accordance with the A.R,.E.A. signs which have been adopted by the Interstate Commerce Commission. A revision of the signs was submitted in 1915 (1915 Proceedings, pp. 489-500) with the recommendation that they be adopted. The Committee on Standards disapproved the action of the 1915 Com- mittee and referred the matter to the Executive Committee for joint consideration with other Committees in order that all symbols might be included in the revision. Your Committee has taken the matter up with the Committee on Block Signals and the Committee on Power Distribution. It is understood that those Committees will report on their action on this subject so that a final joint report of all committees interested may be rendered next year with recommendations for action. Recommendation Your Committee therefore recommends the continuance of the subject for further joint committee consideration. RECOMMENDED DESIGN OF LAYOUTS FOR SWITCHES, MATES AND FROGS* (Subject No. i-d) The 1915 Committee on Way Matters reported that attention had been called to these layouts with reference to their need for revision, particularly in the lengths of the 100-ft. radius switches and mates and recommended continuation of the subject. Your Committee has made an investigation aiid has prepared the following table, making revision of the lengths of switches and mates {Engineering Manual Ws ia). It has been found in practice that modern rail sections, when made into switch pieces, of present Standard lengths, do not permit an adequate opening at the heel to allow sufficient room for setting the joint plates and permit proper use of wrenches. ♦Approved by both the Committee on Standards and the 1916 Convention. 378 •' Engineering Association Table I — Dimensions of Switches and Mates Radius (R) for all gauges Dimensions B and C Sug- gested Pres- ent Sug- gested Pres- ent E and F Sug- gested Pres- ent Sug- gested 47'-7l" 72-7*" 97'-7£" lAf-lh" I97'-7i" 97'-7i" i47'-7i" l97'-7-i" 347'-7j" -6" -6" -6" 18" -6" io -o" I2'-0" 13-6" iS'-o" i6'-6" io'-o" 1 2'-0" 13-6" i6'-6" io'-o" I2'-0" 1 2'-0" i4'-o" IS'-o" io'-o" 1 2'-0" 1 2'-0" -6" -6" -6" 1 8" 6" io'-o" I2'-0" 1 3-6" iS'-o" i6'-6" io'-o" 1 2'-0" i3'-6" i6'-6" Note. — It is recommended that the loo foot radius Lateral and 200 foot radius Wye shall be used wherever practicable. It will rarely be found necessary to use others. Recommendation Your Committee recommends that the Table of Proposed Standard Switches of Different Radii, as now shown in the Engineering Manual Ws ia, be discontinued. The revision made has the unanimous approval of the Committee representing Special Work Manufacturers with whom your Com- mittee consulted and the revised table above submitted is therefore recommended for adoption in place of the existing table in the Engineering Manual Ws ia. It is also noted that the same section of the Engineering Manual shows a method of breaking joints of switch pieces. It is believed that this is not the standard method in general use and is not in accordance with the current practice of manufacturers. Further- more, your Committee has gathered, from a study of the 1910 and 191 1 reports, that this method of constructing switch pieces with broken joints was not intended to be submitted for adoption as Standard, but that through some inadvertence it was so adopted. Your Committee therefore recommends that the drawings showing one hundred (100) feet inside radius switch pieces with broken joints, be withdrawn as a Recommended Design from the Engineering Manual. STUDY OF SPIRALS There has been considerable effort made by some of the member companies toward the standardizing of special work layouts with a view of minimizing the number of frogs having different angles. Your Committee believes that efforts in this direction are worth while and that as a step toward accomplishing the desired results your Association should adopt a standard spiral and the special work Report of the Committee on Way Matters 379 manufacturers have indicated that they would be glad to accept a standard spiral, although at present each one of them has a standard spiral of his own, in addition to being required to furnish special work made in accordance with various railway company's spirals, which are numerous. It is believed that the preparation of a standard spiral, which would be satisfactory to the manufacturers and which would suit all conditions of the railways can be readily made up, especially since the American Railway Engineering Association has been able to do so, although its spiral is not thought adaptable to street railway working. Recom mendation Your Committee therefore recommends the continuance of this subject to the ensuing committee with instructions that a report be rendered suggesting a standard spiral. SUBJECT NO. 2 — BALLAST FOR SUBURBAN AND INTER- URBAN LINES PREVIOUS CONSIDERATION OF SUBJECT The following brief reference is made to previous consideration of the subject, as a matter of record: First considered in a paper on " Ballast " by C. H. Clark, read before the American Street and Interurban Railway Engineering Association in 1906 Proceedings, Vol. 1, page 65. First assigned as a subject for the Committee on Way Matters in 1912, under heading " Proper Ballast for Tracks in Paved Streets." No report was rendered and1 since 1912 the subject has not been con- sidered in the form here presented although ballast has necessarily been considered in the co-related subject of "Proper Foundation for Tracks in Paved Streets " in the reports of the Committee on Way Matters for 1914 and 1915. (Proceedings, 1914, pp. 510-537; Pro- cedings 1915, PP- 464-5i6.) The report of the Committee on Way Matters for 1914 contained a bibliography (Appendix B., Proceedings 1914, p. 503) and definitions (Appendix D., Proceedings 1914, p. 508) which are useful in this further consideration of the subject. Reference to the latest data on the subject may be found in the new book " Maintenance of Way and Structures," by Wm. C. Willard, C.E., M.S., published in 1915 by the McGraw-Hill Book Company. REPORT ON BALLAST Prior to the construction of electric railways the steam railroads had obtained much valuable information and experience concerning the kind and amount of ballast material to be used for various classes of traffic. 38o Engineering Association The electric interurban railways' subgrade and ballast construction have been adapted in modified forms from those used by the steam railroads, hence, in compiling this report a careful study has been made of the work done and information obtained by the American Railway Engineering Association, especially that of the last five years, as well as the practices of the electric railways. Definitions (Reprinted from 1914 Proceedings of American Electric Railway Engineering Association, pages 508-509 and corrected to agree with the latest revisions of A.R.E.A. definitions.) roadbed : Right of Way — The land or water rights necessary for the roadbed and its accessories. Roadbed — The finished surface of the roadway upon which the track and ballast -est. Subgrade — The tops of embankments and bottoms of cuttings ready to receive the ballast. Drain — An artificial waterway for conducting water from the roadway. Snbdrain — A covered drain, below the roadbed or ground surface, receiving the water along its length by absorption or through the joints. Trench — A narrow, shallow excavation to receive a structure. Roadway — That part of the right of way prepared to receive the track. Sump (modified) — A cistern or well into which water may be con- ducted by ditches or track drains to drain portions of a piece of work. A street railway track catch basin is a " sump." TRACK : Track 1 — Ties, rails and fastenings; with all parts in their proper relative positions. Line — The condition of the track in regard to uniformity in direc- tion over short distances on tangents, or uniformity in variation in direction over short distances on curves. Surface — The condition of the track as to vertical evenness or smoothness over short distances. Tangent — Any straight portion of a railway alignment. Level — The condition of the track in which the elevation of the rails transversely is equal. Fastenings (modified) — Splices (joints), bolts and spikes, tie rods, rail braces, tie plates and anti-creepers. BALLAST: Ballast — Selected material placed on the roadbed for the purpose of holding the track in line and surface. Report of the Committee on Way Matters 381 Depth of ballast — -The distance from the bottom of the tie to the subgrade. Subballast — That portion of the ballast material used as a mat between the ballast proper and the subgrade. (Vaughn.) r v* PI TOP BALLAST pp.' "SUB-GRADE. LOAr^v Fig. i. Illustrating Position of Ballast as Subdivided for Open Track. BALLAST MATERIALS: Stone Ballast — Stone broken by artificial means into small frag- ments of specified sizes. Graveh — Small worn fragments of rock occurring in natural deposits that will pass through a 2z/2 inch ring and be retained on a No. 10 screen. Sand — Any hard, granular, comminuted rock which will pass through a No. 10 screen and be retained by a No. 50 screen. Cinders — The residue from the coal used in locomotives and other furnaces. Slag — The waste product, in more or less vitrified form, of furnaces for the reduction of ore; usually the product of a blast furnace. Chats. — Tailings from mills in which zinc, lead, silver and other ores are separated from the rocks in which they occur. Chert — An impure flint or hornstone occurring in natural deposits. Gumbo — A term commonly used for a peculiarly tenacious clay containing no sand. Disintegrated Granite — A natural deposit of granite formation, which, on removal from its bed by blasting or otherwise, breaks into particles of a size suitable for ballast. Burnt Clay — A clay or gumbo which has been burned into material for ballast. Ballast NECESSITY FOR BALLAST: Ballast is required for the following reasons : I. To provide drainage for the ties. 382 Engineering Association 2. To protect the subgrade by providing a uniform distribution of loads over the subgrade. 3. To hold the ties in place and hold the track in proper line. 4. To prevent vegetable growth. 5. To provide material which will allow the track to be surfaced without disturbing the subgrade. MATERIAL TO BE USED: Practice shows that the materials most used for ballast are crushed stone, gravel, cinders, slag, chats and sand. SIZE OF MATERIAL: Experience indicates that the crushed stone used should not be smaller than will pass through a $4 inch ring nor larger than will pass through a 2^ inch ring. The. size of gravel used for ballast should be graded wherever possible and should not be of coarser size than will pass through a 2^2 inch ring. DEPTH OF BALLAST NECESSARY: The depth of ballast depends upon the nature of the subgrade. When the subgrade is rock six inches of ballast should be used. If the subgrade is composed of soft material a sufficient amount of ballast should be used to provide a uniform distribution of loads on the subgrade. TIES: The size and spacing of the ties determine the load each tie transmits to the ballast. The closer the ties are spaced the greater number of points of contact between the ties and ballast and the more uniform will be the distribution of the loads. With a close tie spacing the subgrade will have a more uniform distribution of the loads with a less depth of ballast than a wide tie spacing for uniform ties. The minimum spacing of ties is determined by the amount of room necessary to use hand tamping tools efficiently. This spacing seems to have reached its minimum in two feet, which is the general spacing in use in electric railway construction. This minimum can still be reduced, however, by using mechanical tampers, as less room is required between the ties to operate these devices than with hand tools. RAILS : The strength of the rail as a beam determines the number of ties over which a given load- will be distributed. WHEEL LOADS: The wheel loads and the number have a decided influence on the amount of ballast necessary to give a uniform distribution of load on the subgrade. Report of the Committee on Way Matters 383 When the proper kind and amount of ballast has been determined for the traffic the item of cost enters in to such an extent that often both kind and amount must be changed. The Pennsylvania Railroad tests to determine the depth of ballast necessary to give a uniform distribution of load on the subgrade, a full report of which is given in Proceedings of the American Railway Engineering Association, Volume 13, showed that twenty-four inches was necessary for the loads used. This depth is much greater than necessary for the average electric railway with its lighter loads and lesser wheelage. Having in mind the average load and number of loads on electric railways the following minimum depths of ballast are sufficient to give good results : SELECTION OF BALLAST: In the selection of ballast material the first consideration should be to obtain a material as free from clay and loam as possible, so as to afford an opportunity for water to drain off rapidly. The material available at a reasonable cost generally determines the kind of ballast to be used, but very often the depth used is so small that future maintenance will run high on account of shortened tie life due to insufficient drainage, high labor cost to keep track in safe condition for high speeds and decreased life of rolling stock on account of rough track. GRAVEL BALLAST: On electric railways gravel ballast is more generally used than any other material, with crushed stone taking second place. The principal reason for this is that on many roads gravel is available at a cost less than that of crushed stone. The gravel which is most generally used is bank run and it varies in quality in different localities. Bank run gravel will vary in clay, sand and gravel as follows. Ballast Stone . . . Washed gravel . Bank run gravel Cinders Main Track 8 in. 8 in. Side Track and Yards 12 in. 12 in. 6 in. 6 in. 8 in. 8 in. Dust and clay Sand Gravel Percentage . o to 20 . 5 to 60 . 35 to 90 Good gravel ballast should not contain more than 10 per cent clay and 20 per cent sand, as greater percentages of these materials inter- fere seriously with the drainage. 3§4 Engineering Association The ideal gravel ballast is washed gravel ranging in size from % in. to 2 in. Washed gravel will retain much less moisture than bank run and will remain firm and retain its form on the road bed. It is probably safe to assume that the life of ties will be increased from two to three years in washed gravel ballast as compared with bank run, due chiefly to the smaller percentage of water retained. In addition to the increased tie life the maintenance cost will be less as a result of the better general track conditions obtained by using washed gravel. CINDER BALLAST: There is a wide variation of opinion relative to the advisability of using cinders either for ballast proper, or top ballast, as it is known that the sulphur in the cinders decreases the life of the ties. It is known that cinders should not be allowed to remain in contact with the rail for any considerable length of time. Cinders. are not recom- mended as a ballast material having the same qualities as stone or gravel. On account of the availability of cinders from steam generat- ing plants this material is frequently used for ballast. Cinders will eventually make sub-ballast for which purpose it might be recom- mended. CONCLUSIONS: 1. The best ballast is crushed stone or washed gravel ranging in size from % in'- to 2% in. 2. Crushed stone or washed gravel ballast should not be less than eight inches in depth under the ties for main line tracks. 3. Bank run gravel ballast should not be less than 12 inches in depth under the ties for main line tracks. 4. Cinder ballast should not be less than 12 inches in depth under the ties for main line tracks. 5. Any increase in the minimum depths of ballast stated in con- clusions 2 to 4 inclusive should decrease the cost of track maintenance. 6. The greater the depth of ballast the better the drainage, which increases the life of ties, decreases maintenance, maintains better general track conditions and decreases rolling stock maintenance. 7. Drainage is of primary importance to maintain a stable subgrade. 8. The ballast section should be so formed as to provide surface drainage. Recommendations Your Committee recommends (1) that the foregoing conclusions be inserted in the Engineering Manual under Miscellaneous Methods and Practices as information, and (2) that the subject be discontinued until more definite information has been secured by other Engineering Associations now investigating the subject. (3) It is also recom- mended that the definitions of roadbed, track, ballast and ballast Report of the Committee on Way Matters 385 materials (the latter to be revised to be in accord with the latest revisions of the American1 Railway Engineering Association, as they appear in the 1914 Proceedings, pages 508-9) be included in the Engineering Manual under Miscellaneous Methods and Practices as useful information. THE USE OF ROLLED MANGANESE AND OTHER ALLOYED STEEL RAILS (Subject No. 3) This subject was first mentioned by the Committee on Way Matters in 1909 (1909 Proceedings, p. 59). The 1912 Committee presented a review of the subject of alloyed steel rails (1912 Proceedings, p. 592) and took opportunity of pointing out the advantages to be anticipated from the use of the more common kinds. The 1914 Committee pre- sented an extended review of the subject (1914 Proceedings, pp. 496 to 502) with a table in graphic form showing the production of such rails and pointed out that the tonnage of alloyed steel rails had been declining and presented a conclus:on to the effect that the subject should be given more consideration and that the member companies take pains to obtain accurate data as to wearing qualities and economy of use. Recommendation Your Committee has not been able, within the short time allowed, to prepare a report on the subject and recommends the continuation of the subject to the ensuing Committee. INVESTIGATION OF THE USE OF HIGH ELASTIC STEEL MACHINE BOLTS FOR MECHANICAL JOINTS IN CURVES (Subject No. 4) Your Committee is convinced of the value of the use of bolts having a high elastic limit and has specified their use in its proposed Specifications for Materials for Use in the Manufacture of Special Track Work appearing on pages 370 to 375. Recommendation Your Committee therefore recommends the discontinuance of the subject. PAVEMENT FOR USE IN CONNECTION WITH GIRDER GROOVED AND PLAIN GIRDER RAILS (Subject No. 5) This subject was treated to some extent under the head of Paving in the report of the Committee on Way Matters (1909 Proceedings, 13 386 Engineering Association Vol. I, p. 54). It had no further consideration until 1914. The 1914 Committee called attention to the importance of the subject and recommended the taking of traffic counts, submitting forms suitable for that purpose (1914 Proceedings pp. 492-496). The 1915 Committee obtained traffic counts in seven (7) cities and submitted a tabulated report. That Committee also reported extensively on the relative use- fulness of the various kinds of paving material for tracks and sub- mitted a brief bibliography of the subject. In conclusion the 1915 Committee called attention to the need for specifications covering the manufacture and installation of various types of track pavement, including the proper type of foundation and joint fillers and cushion. Your Committee was instructed to formulate specifications covering the manufacture and installation of the various types of pavement which might be used in connection with car tracks, together with specifications for pavement foundation and types of fillers and cushions. In accordance with these instructions specifications have been pre- pared for brick pavement, granite block pavement, creosoted wood block pavement and foundation for pavements, together with specifi- cations for cement grout filler, asphalt filler, gas tar pitch filler and coal tar mastic filler. These specifications have been mainly adapted from specifications of the American Society of Municipal Improve- ments, and the American Wood Preservers Association which have been found to be the most complete of any specifications which have so far appeared and which are quite generally quoted in many of the specifications of various cities and railway companies. It is thought, that the specifications will be found quite complete, although it is realized that their form may be the subject of further con- sideration with a view of conforming them to the style recommended by the Committee on Standards. Your Committee submits the speci- fications as information and requests a most careful study on the part of the members with a view of bringing out suggestions for their betterment. Your Committee did not find time to consider the various forms of bituminous pavements for light traffic streets in outlying districts and believes that they should be a subject for further consideration by the ensuing Committee. SPECIFICATIONS FOR GRANITE BLOCK PAVING (Submitted for Information) I. MATERIAL I. Paving blocks furnished under these specifications shall be of granite or quartzite which shall be of a medium grained material, showing a uniform distribution of the constituent minerals, uniform Report of the Committee on Way Matters 387 in quality and texture, without seams and scales or discolorations showing disintegration, free from an excess of mica and feldspar. Soft or weatherworn stone obtained from the surface of the quarry, or material which will wear to a polish under traffic will not be accepted. II. DIMENSIONS FOR FIVE (5) INCH GRANITE BLOCKS: 2. Blocks shall measure from four (4) inches to five and one-half (5TA) inches in width; from seven (7) inches to twelve (12) inches in length; and shall not be less than four and three-quarters (4%) inches, nor more than five and one-quarter (sJA) inches in depth. They shall be so dressed as to have substantially rectangular surfaces so that when in place the joints at the ends and the sides shall average three-eighths inch in width. FOR FOUR (4) INCH BLOCKS: 3 (a) When four (4) inch blocks are specified, dimensions shall be the same in all respects as for five (5) inch blocks, except depth is to be not less than three and three-fourths {.zVa) inches and not more than four and one-fourth (4%) inches. (b) The head of the blocks shall be a substantially smooth surface on which a maximum variation of three-eighths (^) inch will be allowed, measured from a straight edge laid in contact with the block in any direction. (c) "A substantially • rectangular surface" shall be construed to cover only such blocks which shall be under-cut not more than three- eighths (%) of an inch on any or all . of the ends and sides. III. PHYSICAL, PROPERTIES AND TESTS COMPRESSION: 4. The stone shall withstand a compression test of not less than thirty thousand (30,000) pounds per square inch; such test shall be made upon a two (2) inch cube. ABRASION: 5. The test for abrasion shall be made on four (4) cubes dressed to a uniform size of six (6) inches on each side. The rattler used shall be the standard rattler with parallelopipedonical shot, and revolved at a speed of from twenty-eight (28) to thirty (30) revolu- tions per minute. The loss by abrasion after the completion of eighteen hundred (1800) revolutions shall not exceed five (5) per cent for any single cube, nor ten (10) per cent for the average loss. IV. INSPECTION 6. The Company may furnish a competent inspector at the point of loading. The inspection certificates of such inspector shall be final. 388 Engineering Association The inspector representing the Company shall have the right to reject all blocks offered that do not conform with these> specifications. V. MEASUREMENTS 7. (a) All blocks may be purchased by the square yard. For the purpose of determining the number of square yards in each carload of blocks, the following method shall be employed : (&) When the car, or cargo, is being unloaded at the Company's yard every tenth block (or every twenty-fifth block, if the Company so elects) shall be thrown in a separate pile; then such selected blocks shall be laid with wearing face uppermost in a frame having an area of four (4) square yards, or more, and the number obtained by dividing the total number of blocks contained in this frame by the number of square yards in the frame shall be taken as the number of blocks per square yard for each frame-full and the average number of blocks per square yard so obtained for the entire number of blocks so selected shall be divided into the total number of blocks in such carload, or cargo, to obtain the number of square yards to be paid for in such car or cargo. The actual count of the number of blocks in each car or cargo will be made by the Company while unloading. This measuring and counting shall be done in the Company's yard by the Company's employees' but the Contractor shall have the right to have his representative present at the time measuring and counting is being done. VI. LAYING OF BLOCKS METHOD OF LAYING: 8. (c) The blocks shall be laid hand tight in uniform courses across the track, except where longitudinal courses or other arrangement may be directed. They shall be so laid that all longitudinal blocks shall be broken by a lap of not less than three (3) inches. Each course shall be laid with blocks of the same width. The blocks on the outside of the rails shall be set so that they are one-fourth (34) inch below the top of the rail, unless otherwise directed. The blocks shall be rammed immediately after laying to a true surface and firm bed with a seventy-five (75) pound paving rammer. No cracked or chipped blocks shall be left in the pavement. After ramming, the surface shall be swept clean and the joints filled and refilled until the filler remains flush with the surface of the pavement. (b) When specified, the joints may be filled to a depth of one (1) inch with clean, pea gravel before ramming. Where coal tar or asphaltic filler is used, the joints shall be filled to a depth of two (2) inches with clean, hot, pea gravel. CEMENT BED: 9. The paving blocks shall be laid upon a bed of mortar composed of one (1) part of Portland cement and four (4) parts of clean, dry Report of the Committee on Way Matters 389 sand, moistened sufficiently so that when moulded in a ball it will retain its shape. This mortar shall be spread upon the surface of the concrete and shall be not more than one (1) inch nor less than one-half (z/2) inch in depth. SAND BED: (ALTERNATIVE FOR CEMENT BED): 10. The blocks shall be laid upon a bed of coarse, clean, sharp sand free from gravel larger than three-eighths (^) of an inch in diameter. The bed shall be of sufficient depth to bring the surface to grade but shall not exceed one (1) inch in depth. JOINT FILLERS: 11. Joints shall be filled with a cement grout, asphaltic, tar, or mastic filler, as may be directed, and in accordance with the specifications for such material and work as detailed in Specifications of the Amer- ican Electric Railway Engineering Association for Joint Fillers for Pavements. OPENING FOR TRAFFIC: 12. The pavement must be kept clear of vehicular traffic for a period of seven (7) days, or as much longer as the engineer in charge may direct, after the application of the grout. SPECIFICATIONS FOR JOINT FILLERS (Submitted for Information) . Specifications for Cement Grout Filler 1. Immediately after the blocks are laid they shall be thoroughly rammed and brought to an even and true surface. 2. After the pavement has been brought to a uniform surface, Portland cement grout shall be poured into the joints until it appears on the surface. The grout shall be broomed into the joints, if neces- sary to fill the same, and the operation shall be continued as the grout settles, until the joints are thoroughly filled flush with the surface of the blocks. Immediately after this, the entire pavement shall be broomed to a smooth surface. The blocks shall be wetted immediately before applying the grout. 3. The cement grout shall be composed of one (1) part of Portland cement and one (1) part of clean sharp, dry sand. The cement and sand shall be thoroughly mixed dry and sufficient clean, fresh water shall be added to give the grout proper consistency. 4. The grout shall be mixed for this purpose, either in a machine mixer, to be approved by the engineer, or in a box about four (4) feet eight (8) inches long, thirty (30) inches wide, and fourteen (14) inches deep, resting on legs of different lengths, so that the mixture will readily flow to one corner of the box, the bottom of which shall be about three (3) inches above the pavement. Particular attention is 39° Engineering Association called to the importance of ascertaining the proportional amount of water to be used with the mixture of different kinds of cement and sand to give the best results, and when the most advantageous pro- portions have been ascertained, these shall be used. While being applied to the joints the mixture in the box shall be continuously stirred. 5. The work shall be kept lightly sprinkled with water ahead of the sweepers to avoid a possibility of causing the grouting to become too thick at any point. To insure the penetration of the grout into the joints of the pavement a squeegee scraper fifteen (15) to eighteen (18) inches in length in addition to the brooms, shall be used upon the last application of the grout. 6. After the grout between the joints has fully subsided and the initial set is taking place, the whole surface shall be lightly sprinkled with water and the surplus grout left on the top shall be swept into the joints, bringing them up flush and full, and all surplus grout shall be removed by scraping with a hoe so as not to remove any of the grout from the joints. After the grouting is completed and a sufficient time for hardening has elapsed, so that a coating of sand will not absorb moisture from the cement mixture, one-half (J^) inch of sand shall be spread over the whole surface. In case the work is subjected to the direct rays of the sun, an occasional sprinkling shall be given for two or three days to dampen the sand. 7. After the grouting is completed, the street shall be kept closed and no carting or traffic allowed on any part of the grouted pavement until at least seven days have elapsed. The surface of the pavement shall be kept moist, as may be directed by the engineer. 8. Should the bond between the blocks become broken before the work is accepted, the joints shall be cleaned out, even if it is necessary to take up and relay the blocks. Such defective work shall be regrouted or relaid and again barricaded as previously described. Specifications for Coal Tar Mastic Filler (Alternative for Grout Filler) 1. Coal tar filler shall be composed of equal parts by volume of clean, sharp, dry sand, and coal tar paving cement as specified below. 2. Coal tar paving cement shall be a straight run residue obtained from the distillation of coal tar and shall comply with the following requirements : (a) Melting point shall be not lower than 110 nor higher than 125 deg. Fahr. (£>) Free carbon shall be not less than twenty (20) per cent nor more than twenty-five (25) per cent. (c) Specific gravity at 77 deg. Fahr. shall not be less than 1:22 nor more than 1.30. Report of the Committee on Way Matters 391 (d) Specific gravity of the distillate to 670 deg. Fahr. shall not be less than 1.06 at 140 deg. Fahr. compared with water at same temperature. Coal tar filler shall be heated to not less than 250 deg. Fahr. and not more than 300 deg. Fahr., and shall be poured when between these limits. Specifications for Asphaltic Mastic Filler (Alternative for Grout Filler) 1. Asphaltic cement filler shall be composed of equal parts by volume of clean, sharp, dry sand, and asphaltic cement as specified below. 2. Asphaltic paving cement shall be obtained by the distillation of an asphaltic petroleum at a temperature not exceeding 700 deg. Fahr., and shall comply with the following requirements : (a) It shall be homogeneous. (b) Melting point shall not be less than 130 deg. Fahr., nor more than 145 deg. Fahr. (c) Solubility in tetrachloride shall not be less than 98.5 per cent. (d) Penetration at 77 deg. Fahr. shall not be less than 60 nor more than 100, the penetration test being made with a No. 2 needle for five (5) seconds under a load of 100 grams and the penetration at 100 deg. Fahr. shall not exceed three (3) times the penetration at 77 deg. Fahr. the condition of time and load being as above established. (e) Ductility at 77 deg. Fahr. shall not be less than forty (40) centimeters at the penetration called for. (/) It shall not lose more than three (3) per cent by volatiliza- tion when maintained at a temperature of 325 deg. Fahr. for five (5) hours, nor shall the penetration of the residue, after such heating, be less than one-half (y^) the original penetration. 3. Asphaltic cement filler shall be heated to not less than 275 deg. Fahr., and not more than 350 deg. Fahr., and shall be poured when between these limits. Specifications for Asphalt Filler (Alternative for Grout Filler) 1. Immediately after the blocks are laid, coarse hot gravel shall be spread over the surface and shall be swept into the joints so as to fill the space between the blocks to a depth not exceeding two (2) inches from the bottom. 2. The blocks shall then be rammed to settle and compact the gravel thoroughly in the joints, and so as to leave no- blocks above or below the general surface of the finished pavement. 392 Engineering Association 3. The joints shall then be poured one-half full with the asphalt filler as hereinafter described, and shall be filled immediately to within one-half (l/2) inch of the surface with hot gravel and again poured with the filler. This last pouring shall fill the joints flush with the surface of the blocks and shall be followed immediately with a sufficient amount of hot gravel applied at the joints to cover the filler. 4. The gravel shall be clean, washed gravel between one-quarter (J4) and one-half (J^) inch in its largest dimension. 5. The filler shall be an asphaltic cement, entirely free from coal tar distillation. 6. It shall be water-proof, free from water or decomposition pro- ducts ; shall adhere firmly to the paving stones, and shall remain ductile and pliable at all climatic temperatures to which it may be subjected in actual use. It shall not run in the joints in the hottest temperature of summer, nor become hard or brittle through the action of frost. 7. The asphalt filler shall comply with the following requirements : (a) It shall contain not less than ninety-nine (99) per cent of pure bitumen soluble in carbon bisulphide. (b) Of the total bitumen soluble in carbon bisulphide, not less than ninety-eight and one-half (98^2) per cent shall be soluble in carbon tetrachloride. (c) It shall have a penetration of not less than 13 at 32 deg. Fahr., when tested with a No. 2 needle under a load of 200 grams for one (1) minute. (d) It shall have a penetration of not more than 250 at 115 deg. Fahr., when tested with a No. 2 needle under a load of 50 grams for five (5) seconds. (e) It shall have a penetration of not less than 40 nor more than 60 at 77 deg.. Fahr., when tested with a No. 2 needle under a weight of 100 grams for five (5) seconds. (/) It shall have a ductility of not less than 7 cm. at 77 deg. Fahr., the rate of elongation being 5 cm. per minute. 8. It shall be heated on the work to a temperature of not less than three hundred and seventy-five (375) deg. Fahr., nor more than four hundred and twenty-five (425) deg. Fahr., and in such quantities as will allow this temperature to be maintained in the kettle during progress of the pouring. No cement having a temperature less than three hundred and seventy-five (375) deg. Fahr. shall be used. 9. (a) It shall be delivered, where directed by the engineer, at least one week before being used, to allow for examination and analysis. (b) If shrinkage of the filler in the joint occurs, the pouring shall be continued until all joints remain permanently filled but no flushing of the pavement will be permitted. 10. In applying the gravel and filler, care shall be taken that the pavers are closely followed by the filler gang, and in no case shall Report of the Committee on Way Matters 393 the paving be left over night, or when work is stopped, without the filling of joints being completed. In case rain stops the filler gang before its work is finished, the joints shall be protected by tarpaulins or other means, so as to keep out water. Under no circumstances shall the filler be poured into wet joints. Specifications for Gas Tar Pitch Filler (Alternative for Grout Filler) 1. Immediately after the blocks are laid, coarse, hot gravel shall be spread over the surface, and shall be swept into the joints so as to fill the space between the blocks to a depth not exceeding two (2) inches from the bottom. 2. The blocks shall then be rammed, to settle and compact the gravel thoroughly in the joints, and so as to leave no blocks above or below the general surface of the finished pavement. 3. The joints shall then be poured one-half full with the gas tar pitch filler, hereinafter described, and shall be filled immediately to within one-half (^2). inch of the surface with hot gravel and again poured with the filler. This last pouring shall fill the joints flush with the surface of the blocks and shall be followed immediately with a sufficient amount of hot gravel applied at the joints to cover the filler. 4. The gravel shall be clean, washed gravel, between one-quarter {%) and one-half inch in its largest dimension. 5. The gas tar pitch shall comply with the following requirements : (a) It shall have a specific gravity between 1.23 and 1.33 at 60 deg. Fahr. (&) It shall have a melting point between 110 and 125 deg. Fahr., determined by the cube method in water. (c) It shall contain not less than twenty (20) per cent, nor more than thirty-five (35) per cent of free carbon insoluble in hot benzol or chloroform. (d) It shall contain not more than one-half (J^) per cent of inorganic matter. (e) It shall be free from water. (/) It shall have a ductility of not less than sixty (60) cm., at 77 deg. Fahr. 6. The gas tar pitch filler shall be used on the work at a temperature of not less than two hundred and fifty (250) deg. Fahr. and shall at no time be heated above three hundred and twenty-five (325) deg. Fahr. 7- (a) It shall be delivered where directed by the engineer at least one week before being used, to allow for examination and analysis. (&) If shrinkage of the filler in the joints occurs, the pouring shal! be continued until all joints remain permanently filled, but no flushing of the pavement will be permitted. 394 Engineering Association 8. In applying the gravel and filler, care shall be taken that the pavers are closely followed by the filler gang, and in no case shall the paving be left over night, or when work is stopped, without the filling of the joints being completed. In case rain stops the filler gang before its work is finished, the joints shall be protected by the use of tarpaulins, or other means to keep out water. Under no circumstances shall the filler be poured into wet joints. SPECIFICATIONS FOR BRICK PAVING (Submitted for Information) I Material BRICKS: 1. All brick must be strictly No. i pavers of the sizes commercially known as " vitrified block " and " brick ", the widths of which must not vary more than one-eighth (%) of an inch. They must be thoroughly annealed, tough and durable, regular in size, shape and evenly burned. II Dimensions 2. When broken, the brick shall show a dense, stone-like body, free from lime, air pockets, cracks or marked laminations. Kiln marks must not exceed three-sixteenths (3/16) of an inch, and one edge at least shall show but slight kiln marks. All bricks so distorted in burning as to lay unevenly in the pavement shall be rejected. Ill Physical Properties and Tests 3. The standard size of brick shall be two and one-half (2^) inches in width; four (4) inches in depth; and eight and one-half (8^) inches in length; and the standard size of block, three and one-half (SlA) inches in width; four (4) inches in depth; and eight and one- half (SlA) inches in length. They shall not vary from these dimensions to exceed one-eighth (%) of an inch in width and depth, and not more than one-half inch in length. If the edges of the brick are rounded, the radius shall not exceed three-sixteenths (3/16) of an inch. Only brick with raised lugs on one side not to exceed one- fourth inch in height shall be used. THE RATTLER: 4. All brick shall be tested in accordance with the specifications of the National Paving Brick Manufacturers Association, and it is recom- mended that the loss under such test shall not exceed twenty-two (22) per cent, and it is preferable that the brick should not lose over seventeen (17) per cent or less. NUMBER OF BRICK IX EACH TEST: 5. Ten paving bricks shall constitute the number to be used in a single test. The bricks shall be thoroughly dried before testing. Report of the Committee on Way Matters 395 TESTS BEFORE LAYING: 6. The Contractor shall notify the inspector of the location and car number of each carload of brick received, and twenty-four (24) hours shall be allowed the Company to make the tests before unload- ing the car. The Contractor shall deliver the samples selected at the Company rattler. Permission to deliver brick on the line of work shall not be considered a final acceptance in any respect, and any rejected brick must be immediately removed. THE TEST: 7. (a) The sample of brick selected for test shall be placed in the rattler as specified. The rattler shall be rotated at a rate of not less than twenty-nine and one-half (29^), nor more than thirty and one- half (30^2) revolutions per minute, and eighteen hundred (1800) revolutions shall constitute the standard test. A counting machine shall be attached to the rattler for counting the revolutions. (b) A margin of not to exceed ten (10) revolutions will be allowed for stopping. In case a charge is allowed to run several minutes beyond its proper termination, and the loss incurred is still within the prescribed limits, then the test shall not be discarded, but the fact shall be entered on the record. STOPPING AND STARTING TESTS: 6. Only one (1) start and stop per test is regular and acceptable. If from accidental causes, a test is stopped and started twice extra, and the loss exceeds the maximum permissible, the test shall be dis- qualified and another made. IV Laying of the Brick 7. (a) In unloading and piling the brick, care must be taken not to chip or break them by rough handling. They shall be carefully unloaded by hand, neatly piled along the curb line, and in laying shall be carried from there to the pavement. The brick shall be laid in straight lines on edge, at right angles to the rail. At intersections, thev shall be laid as directed. Brick shall be laid with the lug sides all in the same direction, and shall be placed with ends and sides close together, breaking joints at least three (3) inches. At every sixth course the brick shall be driven together to secure tight joints and straight courses, and all thick brick shall be removed. (b) Brick shall be used with the best edge up. (c) When any section shall contain more than ten (10) per cent of culls, the brick shall be taken up and the cushion adjusted. (d) No bats or broken brick shall be used except for closures. (e) Joints shall be cut square with the top and sides of the brick. All joints must be kept clean and open to the bottom until filled as specified. 396 Engineering Association RAMMING: 8. The brick shall be rammed to a true surface with a seventy-five (75) pound brick rammer. After final ramming the pavement shall be tested with a four (4) foot straight edge and any depressions exceeding one-quarter (%) inch shall be taken out and relaid and rammed to proper surface. JOINT FILLERS: 9. Joints shall be filled with a grout, asphalt, gas tar, coal tar pitch, or mastic filler, as may be directed, and in accordance with the specifi- cations detailed in Specifications of the American Electric Railway Engineering Association for Joint Fillers for Pavements. SPECIFICATIONS FOR FOUNDATION FOR PAVEMENTS (Submitted for Information) 1. The cement used shall be a Portland cement of approved quality. The fine aggregate shall consist of any material of siliceous or igne- ous origin, free from mica in excess of five per cent, and other impurities, uniformly graded, the particles ranging in size from one- quarter (34) inch to that which will pass a No. 100 standard sieve. The coarse aggregate shall be sound gravel, broken stone or slag, having a specific gravity of not less than 2.6. It shall be free from all foreign matter, uniformly graded, and shall range in size from one-quarter (34) inch up, the largest particles not to exceed in any dimensions one-half the thickness of the concrete in place. 2. The concrete shall be mixed in the proportion of one (1) part of cement to three (3) parts of clean, sharp sand to six (6) parts of coarse aggregate. In preparing the concrete, the cement and aggregate shall be measured separately and then mixed in such proportions that the resulting concrete shall contain fine aggregate amounting to one- half of the volume of the coarse aggregate; and that seven (7) cubic feet of concrete in place will contain ninety-four (94) pounds of cement. 3. The ingredients of the concrete shall be thoroughly mixed, suf- ficient water being added to obtain the desired consistency, and the mixing continued until the materials are unifcmly distributed, and each particle of the fine aggregate is thoroughly coated with cement, and each particle of the coarse aggregate is thoroughly coated with mortar. 4. When a mechanical concrete mixer is used, the materials must be proportioned dry, and then deposited in the mixer all at the same time. The mixer must produce a concrete of uniform consistency and color, with the stones thoroughly mixed with the water, sand and cement. Report of the Committee on Way Matters 397 5. The materials shall be mixed wet enough to produce a concrete of a consistency that will flush readily under light tamping, but which can be handled without causing a separation of the coarse aggregate from the mortar. 6. Re-tempering, that is, remixing with additional water, mortar or concrete that has partially hardened, will not be permitted. 7. The concrete shall be deposited in a layer on the subgrade in such quantities that, after being thoroughly rammed in place, it will be of the required thickness, and the upper surface shall be true, uniform and parallel with the surface of the finished pavement. 8. In conveying the concrete from the place of mixing to the place of deposit, the operation must be conducted in such a manner that no mortar will be lost and the concrete must be so handled that the foundation will be of uniform composition throughout, showing no excess nor lack of mortar in any place. 9. The foundation shall not be less than five (5) inches in thick- ness, with its upper surface finished parallel to the grade of the finished pavement. 10. When complete, the foundation shall be kept moist for not less than two (2) days, and it shall be protected from traffic until the concrete has thoroughly set. 12. No concrete shall be mixed while the air temperature is below 32 deg. Fahr., and in no case shall any material containing frost be used; and if this temperature is reached at any time before the foundation shall have been thoroughly set, it shall be immediately provided with such covering as will protect it from all damage. 13. In no event shall a concrete foundation be laid on a frozen sub- grade. SPECIFICATIONS FOR CREOSOTED WOOD BLOCK PAVING 1 (Submitted for Information) TIMBER : I. (a) The wood to be treated shall be southern yellow pine, Norway pine, Douglas fir, hemlock, black gum, or tamarack,2 but only one kind of wood shall be specified in any one contract. The blocks must be sound, and must be well manufactured, square butted and square edged, free from unsound, loose or hollow knots, knot holes, worm holes, and other defects, such as shakes, checks, etc., that would be detrimental to the life of the blocks. Note. — These specifications are adapted from the specifications of the American Wood Preservers Association. 1 This specification is intended for street work exposed to the weather. It is not intended to be used for flooring or inside work where the blocks are not exposed to the weather. 1 All of these species have a legitimate field in street paving, but it should be recognized that they are not equally durable. 398 Engineering Association (b) The number of annual rings in the one-inch which begins two inches from the pith of the block shall not be less than six measured radially, provided however that blocks containing between five and six rings in this inch shall be accepted if they contain 32>Vz Per cent or more of summer-wood. In case the block does not contain the pith, the one inch to be used shall begin one inch away from the ring which is nearest to the heart of the block. The blocks in each charge shall contain an average of at least 80 per cent of heartwood. No one block shall be accepted that contains less than 50 per cent of heartwood. SIZE OF BLOCKS: . 2. The blocks shall be from five (5) to ten (10) inches long, but should preferably average two (2) times the depth; they shall be1 1 — inches in depth. They may be from three (3) to four (4) inches in width, but in any one city block all of them shall be of uniform width. A variation of one-sixteenth (1/16) inch shall be allowed in the depth and one-eighth (Y&) inch in the width of the blocks from that specified. In all cases the width shall be greater or less than the depth by at least one-half {]/2) inch.2 PRESERVATIVE: 3. The preservative shall be wholly derived from coal gas tar or coke oven tar, and shall comply with the following requirements : (a) The specific gravity shall be not less than 1.06 nor more than 1. 12 at 38 deg. Cent. • (b) Not more than 3 per cent shall be insoluble by continuous hot extraction with benzol and chloroform. (Va x 7 inches, 4^4 x 8 inches, 5x9 inches and SlA x 10 inches journal sizes. The modification in the present design of journal boxes above referred to, is supplemented with the provision of ledges formed in the interior of boxes as shown by dotted line in Fig. 5, 6, 7 and 8, which have been developed for the purpose of accommodating journal thrust plates for controlling the end thrust of journals and limiting the thrust wear of journal bearings. These journal thrust plates are optional as regards their employment, and Report of Committee on Equipment 483 the ledge formation in the interior of the boxes for accommodating them, do not in any way interfere with any other functions or operations. The journal thrust plates as proposed are shown in Fig. 9, 10 and 11, the former two applying on the 2>Va x 7 hich and 4^ x 8 inch sizes of journals, respectively, the latter on both the 5x9 inch and SZA x 10 inch sizes. The semi-circular recess at the top of these thrust plates is provided as a means of clearance for the axle centers, to guard against undue abrasion which might be produced by the upset formation frequently produced at the peripheral edge of the center openings. In connection with the development of high speed journal bearings for the present standard sizes' of journals, your Committee has deemed it advisable to include in its recommendation a design of journal bearing, box, wedge and thrust plate for a 2>Va x 6 inch size of journal as embodied in the proposed design of axles of smaller size than the present standard EA as referred to in the portion of the Committee's report pertaining to the subject of Revision of Standard Design of Axles. While axles of this smaller design will probably not be employed under conditions requiring the use of journal bearings of the high speed type, as a matter of uniformity in the development of these bearings for electric railway service, it has been deemed advisable to design the new bearing along similar lines as shown in Fig. 12. A journal wedge of M. C. B. design, but of dimensions com- mensurate with the requirements of the journal bearing is shown in Fig. 13. Fig. 14. covers the development of a journal box correspond- ing with the requirements of the journal bearing and wedge, of a design corresponding with the modifications proposed for journal boxes for the present standard sizes of journals, in connection with which may be used a journal thrust plate as shown in Fig. 15. Your Com- mittee recommends that the design of journal bearings, wedges, boxes and thrust plates shown in Appendix G, Figs. 1 to 15 inclusive, be adopted as Standard Designs of this Association in place of the present standards as shown in Engineering Manual Et-ia and Et-2a. SUBJECT 7 — DESIGN OF LIMIT OF WEAR GAUGE FOE ASSOCIATION'S STANDARD FLANGE CONTOURS* This subject is carried over from investigation of the 1914-15 Committee on Equipment, and after careful study, a type of gauge has been designed which we believe will be generally satisfactory to- the various conditions met with in electric railway service. The proposed gauges are both designed for the new proposed wheel flange contours, one being provided for the 1 inch thickness of flange and the other for flange of 1 3/16 inch thickness. The design of gauges is shown in Appendix H. Your Committee recommends that these gauges be adopted as Standard of this Association. * Approved by both the Committee on Standards and the 1916 Convention. 4§4 Engineering Association SUBJECT 8 — DESIGN OF TROLLEY CATCHER SOCKET After a careful investigation and consideration of the various types of trolley catcher sockets now being supplied by various manufac- turers, it is believed that a design of trolley catcher socket that could be generally used, could be adopted as Standard, but upon investigation of the patent situation, it was found that the type of socket that seemed most suitable was covered by patents, and as owners of same would not consider waiving their rights and allowing the general use of the socket, your Committee were unable to proceed, and recommend that this subject be referred to future committees for further study and investigation. SUBJECT 9 — PAINTING OF CARS The subject of painting of cars has been fully considered by your Committee, with particular reference to quick drying methods that have been suggested during the past few years, as well as the enameling of cars, with the idea of providing some outline specifications for the application of the various systems most commonly used. With this in view the Subcommittee investigated the painting methods used on several representative electric railroads, communica- tion being addressed fifteen roads operating in various parts of the United States. Replies were received from eleven of the companies addressed, enclosing their specifications. In analyzing these replies, it was found that there exists a wide variation in the methods of car painting employed, some companies going to considerable time and expense to obtain a very smooth surface for the color and varnish coats, and other companies finishing their cars with the principal object in view of obtaining protection from the action of the elements- and with less attention given to appearance and finish. Conditions under which painting is being carried on always differ widely, some companies being forced to paint their cars quickly on account of limited shop room and no extra equipment while others more favorably situated can give more time for the application and drying of the various coats of paint. With reference to the enameling system recently developed, partic- ularly in connection for steel equipment, it is found that this system has not yet been generally adopted, and, therefore, it is not believed advisable to make any definite report at this time, although some roads have obtained satisfactory results from this system, both in connection with new steel equipment and refinishing of old cars. A number of companies are using quick drying methods; one company is baking an enamel on its cars, both inside and outside, in a baking oven of sufficient size to enclose one complete car, having been built and provided with means for maintaining the interior at a high temperature. This process requires the use of special baking enamels. Report of Committee on Equipment 485 Several companies are using ovens to accelerate the drying of the paints and varnishes, using the regular air drying materials, tem- peratures ranging from no to 115 deg. Fabr., by this means reducing the time required for drying from 36 hours to 5 or 6 hours. It is believed that the accelerated drying of paints and varnishes is a question which should receive more attention from the member com- panies than ft has up to the present time, and that a closer study will develop greater advantages and result in extending its use. In view of the wide variation in the methods of car painting em- ployed by the various companies and the difficulty in formulating any set specifications that would be generally applicable to the various conditions met with or acceptable to the users, your Committee does not believe it advisable to recommend a standard specification, nor that the member companies' interest will be furthered by outlining any standard form: for painting at this time. SUBJECT 10 — CONSIDERATION OF TENTATIVE CODE OF SAFETY RULES OF THE U. S, BUREAU OF STANDARDS The articles of this Code, as assigned to the Committee on Equip- ment, are as follows : Pages 19 to 23. Articles 1 to 46 inclusive. Definitions of special terms. All committees to report. Pages 76 to 95. Articles 300 to 393 inclusive. Electrical Utilization Equipment. Committee on Building and Structures to report, but attention of Committee on Equipment is called to paragraphs per- taining to its work. Regarding Articles 1 to 46, Definitions, these seem to be consistent with the proper practice and with the present times and are, therefore, satisfactory to this Committee. In Articles 300 to 393 inclusive, those articles that, pertain especially to the work of this Committee are Articles 380 to 384 inclusive and this Committee has no suggestion to make as to any changes in these. Your Committee recommends that the Tentative Safety Code be approved insofar as it pertains to the work under the jurisdiction of this Committee. SUBJECT 11 — TO INVESTIGATE RAIL CORRUGATION IN ITS RELATION TO THE USE OF ROLLED OR FORGED STEEL WHEELS VERSUS THE USE OF CHILLED CAST IRON WHEELS Immediately upon the assignment of subjects, this investigation was taken up by the Subcommittee. Preliminary investigation was made prior to the first meeting of the Committee on Equipment, and the matter was fully discussed at that meeting which was held in New York January 26, 1916. Since that time observations have been made on a number of large railway properties and the subject discussed with the engineers and 486 Engineering Association officials of these roads and with a number of other engineers interested in this problem. Communications have been exchanged with the engineers and operating officials of a number of other roads. It was found that some of the lines using rolled or forged steel wheels exclusively were free from corrugations while others showed corrugations in various stages of development, and, likewise, that some of the roads using only chilled cast iron wheels were free from corrugations while others showed corrugations as pronounced as those found on any of the roads using steel wheels. It was the opinion of the engineers of some of these properties that one type of wheel was no more conducive to rail corrugation than the other, and, again, many of the engineers were non-committal on the subject. Communications were addressed to all the leading manufacturers of both rolled or forged steel wheels and chilled cast iron wheels. Nothing developed in this direction, however, which had a direct bearing on the subject in question. With a single exception no one could be found willing to go on record as being of the opinion that corrugations could be attributed to any one type of wheel. As a result of these investigations the report of your Committee is that nothing can be found by them which would indicate that one type of wheel, more than another, is responsible for rail corrugation. REVIEW OF THE ASSOCIATION'S EXISTING STANDARDS AND RECOMMENDATIONS A number of interurban roads have found it advantageous to locate certain end connections, including receptacles, on drawbars. It is, therefore, recommended that the Association's present recommended Specification shown in Engineering Manual Ec-4a, covering the location of end connections on interurban cars used in the interchange of cars, be revised to include the installation of such connections on drawbars. In connection with the Association's present standards, attention is called to the lack of definite standard practices and gauges, and your Committee recommends that this be given consideration by the ensuing committee. The following are some of the principal gauges which should be provided : Gauging points and terms for wheel and track. Wheel mounting and check gauge. Brake beam gauge covering spacing of brake heads. Wheel flange and tread contour gauge for new wheels. Standard wheel tape. Plane gauge for solid steel wheels. Rotundy gauge for solid steel wheels. Journal bearing and wedge gauges. Report of Committee on Equipment 487 In conclusion, this Committee wishes to go on record as opposed to detailed consideration and recommendations in connection with matters where it is evident from the start that no final determination can be made that will conscientiously be lived up to or advocated by the individual members. In other words, we do not care to put forth the ideal as an ideal, and have, therefore, in several instances, con- fined the consideration of subjects to historical sketches or reviews without adding definite recommendations. As we do not believe that member companies should in any ways be committed or their officials' opinions influenced by committee recommendations which embody an ideal alone, but where the committee members have simply reached their conclusion with the idea of recommending the best practice regardless of their own experience or other consideration and where their own companies are not in a position or do not care to follow such recommendations. SUMMARY OF RECOMMENDATIONS 1. That the new proposed designs of brake heads, brake shoes and keys, shown in Appendix D, Fig. 1, 2 and 3, be adopted as Standard in place of the present Standards as shown in Engineering Manual Eb-ia. 2. That the new proposed designs of axles, shown in Appendices E and F, be adopted as Standard Designs in place of the present Standard as shown in Engineering Manual Ft 3a. 3. That Par. 800 to 820, 850 to 895, 1100 to 11 13, inclusive, of the A. I. E. E. Standardization Rules, issue of July 1, 1915, be approved, excepting Par. 803, which we recommend be referred back to the Committee on Equipment for further investigation and report; that Par. 250 to 499, 501 to 652, 657 to 699 and 720 to 741, inclusive, of the A. I. E. E. Standardization Rules, issue of July 1, 1915, be referred to the Association for approval, providing they are approved by the Committee on Power Distribution and Power Generation; that Par. 500 of the A. I. E. E. Standardization Rules, issue of July 1, 1915, be re- ferred back to the Committee on Equipment for the ensuing year, and that consideration be given to the values of voltages that should be specified for use in testing railway and electric locomotive motors and apparatus, specially with reference to desirability of using voltage of twice the normal plus 2000; that Par. 653 to 656 inclusive of the A. I. E. E. Standardization Rules, issue of July 1, 1915, be approved, with changes noted in items 1 to 6 inclusive of Subject 2 of this report. 4. That the subject of standard sizes of carbon brushes for street railway motors be referred back to the Committee on Equipment with a view towards providing a tolerance specification for brush sizes. 5. That the designs of journal bearings, wedges, boxes and thrust plates shown in Appendix G, Fig. 1 to 15 inclusive, be adopted as 488 Engineering Association Standard Designs of this Association in place of the present Standards as shown in Engineering Manual Et la and Et 2a. 6. That limit of wear gauges shown in Appendix H be adopted as Standards of this Association. 7. It is recommended that design of trolley catcher socket, shown in Appendix I be adopted as a recommended design of this Association. (Note: The above recommendation was later withdrawn, due to patent situation brought to the attention of the Committee after the report was rendered.) 8. That Articles 1 to 46 inclusive and 300 to 393 inclusive of the Tentative Code of Safety Rules of the U. S. Bureau of Standards be approved insofar as they pertain to the work under the jurisdiction of the Committee on Equipment. 9. That the Association's Recommended Specification shown in Engineering Manual Ec 4a, covering the location of the end con- nections on interurban cars engaged in the interchange of cars be revised to include the installation of receptacles, etc. on drawbars. 10. That consideration be given to adoption of standard practices and gauges, as referred to on page 486 of this report. Respectfully submitted, H. A. Johnson, R. H. Dalgleish, L. M. Clark, J. S. McWhirter, E. W. Holst, W. W. Brown, W. E. Johnson, Vice-Chair man, W. G. Gove, Chairman, Committee on Equipment. Report of Committee on Equipment APPENDIX A 489 zk" D R H L A B C 2l" 2" Sfe" 2. s 7V 22" 2" k" I" 74T 24" 2" »*; 4i 2 I" 74" 26 2" aS 2 I" 2S" 22 3*" 5" r i 8i" 3!" ait 5" i" 4" 84" 33" 2 k" sk" r ar at" 34" 2k" 3g a£ r 4" 84' Fig. 1. Dimensions of Solid Wrought Carbon Steel Wheels With 2V2" Treads 490 Engineering Association APPENDIX B D T H R A B C 34 3" 1 15/16 o» 2 IS/16 2 k" I" 8£',l0i'lll^' 3-4" 3z 1 I5/I60R2 IS/16 Tt'i a." 1" 3S" 3" 1 IS/i6oo 'o *o "o 'o iJliJ !j|<; $!j ^5|VJ CO Eb ia) xf adnr/t side of Gauge Afarfced-A-fuii depth and must fit radius . distance between Center /. ugs ey Mead thickness of Metai between /ace a/Center £ugs and key S/ot thickness of AfetatAefcaeen face of Center lays and key Stat and -F-/jr Attn. Width of End Siofs of Head [AMETEK AND OVER. Brake Head Gauge /de of Gauge Marked-A- fu// dep/n and must f/t rapf/us be/ween Center /.ays of Mead of Me/a/ iteruseen face of Center Lays and key 6/0/ of Afe /a/ Ae/uteen face ef Center Lugs and key 5/of s/tfin. uj/dth of £nd 5/ 0/3 of head * Brake Head Gauge wusf admit side of Gauye /yfar/ctd-A-fu// depth and must fit radius 1ox. distance Ae/uieen Ce/iter taps of /tea d fax. f/r/cknesi cf Meta/ Aefujee/7 face of Center Lugs and key 'fin. thic krtess of A/eta/ 6efu>ee/? face of Center Luys crnd key J/ot lax. a/>d-F- is Mm. to id t ft of£/rd S/ots Of head BRAKE HEAD GAUGE v.nd Under APPENDIX D — PART III (Submitted for adoption as Standard) 492c Fig. 3. Standard Brake Head, Shoe, Key and Gauges for 2 ^2-inch Tread Wheels of 26-Inch Diameter and Under Manual Et 3a) ^ A -2s 7 "3 Hi •suit A4of-or\s r 2 PS? ~lf~ 7 0* Tt --4 7" — -4: 8 U=±r ■^1 I*- '3 H-'kad A"f?6d. Capacities Engineering Manual designation Et 11b. bit type of motor used 49 APPENDIX E — PART I (Submitted for adoption as a Standard Design in place of the present Standard as shown in Engineering Manual Et 3a) -F^P-F-CJ" /7*f ' if-/ -Capacity, SOOO lbs I } \ U-<; .. * ': > 4 48" J asg ( SBii " * — - CSi" Ctrto.Ctr. orJaarnals ~-/~—~ ~- ""V"'"- yAxle co//ar /o suit Motor\ - — S 1 /( J7S »__ _..(... E-2 -Copacity.130001 sea' - 69ia " Ctr.foCM OF Jot. 16k" Total Length iiii 1 - -S- |s -is 1 f 1 W«« ±-, S4' — ! £-3 -Capacity. 16000 lbs --- 4e - S7l£ ed'/?Clr.te.Ctr, 7 7^ Total U 2j->- 7 ■ »— e" » ■ s| -— - L ■ I 6-^- -—22* -7- — -If 1 i j i E-4-Copocity ISOOo lbs 1 \ i J ^- i_ If - 46- — --— j-^n - 60" ■ Capacities based on steel per A. E. R. E. A. Standard Specification for "Annealed Carbon Steel Axles, Shafts and Similar Forgings," Engineering Manual designate All sizes shown are finished sizes. Journals and motor-bearing fits to be burnished. Length of motor-bearing fits to suit type of motor used ,Q2ri Standard Design of Motor Axles Manual Et 3a) t- "5 -— , 1 -\ — =fr f Forgings," Engineering Manual Z fits to suit type of motor used Report of Committee on Equipment 493 APPENDIX G (Submitted for adoption as Standard Designs in place of present Standards as shown in Engineering Manual Et ia and Et 2a) i .. ..... ..^ 1 ! 1 ► ? t u -//'-H -r- «4 ~ * ,3" . rt Engineering Association Fig. io. 3%" x 6" Journal Box Report of Committee on Equipment 501 -IM Fig. ti. 3^4" x 7" Journal Thrust Plate 502 Engineering Association " JfC f/'on * s Fig. 14. 3T4"x6" Journal Thrust Plate Report of Committee on Equipment 503 Fig. IS- 3.T4"X6" Journal Wedge Engine e rin g Association APPENDIX H (Submitted for adoption as a Standard Design) h-; ft- 4 ' 0. H. Sfee/ Case-Hardened Fig. i. Limit of Wear Gauge for i 13/16" Flange Fig. 2. Limit of Wear Gauge fqr 1" Flange Report of Committee on Equipment 5°5 REPORT OF COMMITTEE ON STANDARDS CONCERNING CERTAIN RECOM- MENDATIONS OF THE COMMITTEE ON EQUIPMENT 1915-1916 Recommendation of the Committee on Equipment : (a) As Standard: Revision of Standard Design of Brakeshoes, Brakeshoe Heads, and Keys as shown on page 472 of this Report: That the three designs be adopted as Standard Designs to supercede present Standard Design shown in Engineering Manual Eb ia. Action of Committee on Standards : Adoption as Standard Design approved. Recommendation of Committee on Equipment: (b) As Standard: Revision of Standard Design of Axles as shown on page 473 of this report: That these designs be adopted as Standard to supersede present Standard Designs shown in Engineering Manual Et 3a. Action of Committee on Standards : Adoption as Standard Design approved. Recommendation of Committee on Equipment : (c) Standardization Rules of A. I. E. E. (July 1, 1915 Edition) : That part of the Rules assigned were approved and amendments sug- gested to a number of others. It was also recommended that others be referred to the ensuing Committee for further consideration before the Rules can be finally approved. Action of Committee on Standards : Approved and referred to Executive Committee for final action. Recommendation of Committee on Equipment : (d) As Standard: M. C. B. Brass, Heavy Electric Traction — Revision of Standard Journal Text (Engineering Manual Et ia), and Standard Journal and Journal Bearing Keys (Engineering Manual Et 2a) as shown on pages 481 to 483 of this Report: That the Design of Journal Bearings, Wedges, Boxes and Thrust Plates be adopted as Standard Designs to supercede present Standards shown in Engineering Manual Et ia and Et 2a. Action of Committee 011 Standards : Adoption as Standard Design approved. Recommendation of Committee on Equipment : (e) As Standard: Design of Limit of Wear Gauge for Association Standard Flange Contour. That the Design shown on page 483 be adopted as Standard. 506 Engineering Association Adoption as Standard Design approved. j Respectfully submitted, E. R. Hill, E. B. Katte, W. G. Gove, J. S. McWhirter, C. F. Bedwell, J. W. Welsh, J. H. Hanna, C. H. Clark, R. C. Cra'm, C. L. Cadle, C. R. Harte, Martin Schreiber, Vice-Chairman, H. H. Adams, Chairman, Committee on Standards. Discussion of Report of Committee on Equipment W. G. Gove: — Mr. President and Gentlemen of the Amer- ican Electric Railway Engineering Association. — I have for the sake of convenience, and also brevity, and in an effort to make clear just what the Committee on Equipment has done during the past year, prepared an abstract of the various items assigned by the Subjects and Executive Committees. I am going to try to make myself heard, as well as try to make plain the work that has been done. Personally, I would like to say that I hope in succeeding years we will find quarters that are a little more appropriate for the work of the Engineering Association than these are, and as I have attended several meetings held in the adjoining building known as the " Greek Temple," I must say that it stands out in rather sharp con- trast with the inappropriateness of this meeting room, on account of the noise from the ocean and the great number of people who are continually passing on the walk outside. In considering these subjects, there were one or two facts that were obvious from the start. As Mr. Clark pointed out vesterday afternoon in presenting the Report of the Committee on Way Matters, there were too many subjects assigned to the Committee. That matter has been thoroughly considered Report of Committee on Equipment 507 within the past few days by your Executive Committee, and in the future the Committee on Subjects will confine itself to a more careful scrutiny and a more careful and restricted assignment of subjects, so that they can be more fully con- sidered and perhaps better digested. There are altogether a total of fourteen different subjects which have been treated by the Committee on Equipment, although there are but eleven assigned subjects, one subject, No. 1, having four subdivisions. As your President has stated, I will read these subject reports one at a time, although two of the subjects will be eliminated and carried over for a succeeding committee to consider. Your President has felt it best, and it would seem to be desirable, that the report be presented in this way, and that any discussion that might follow would perhaps lead to fur- ther light on the subjects and point out the action to be taken by the succeeding Committee on Equipment, where items are carried over. In dealing with the first subject assigned to the Committee, " Review of Association's Existing Standards and Recom- mendations," I would like to make two comments : First, I wish to point out as perhaps we all know, the desirability and in fact necessity, of actively cooperating with the manufac- turers, but we must also bear in mind that the manufac- turers, the same as the consumers, are selfish, and the interests of the two do not always lie along the same line. In the first instance we are speaking of wheels — wheels mean cast-iron wheels as well as rolled steel wheels or forged steel wheels and also cast steel wheels. In one instance, one of the large wheel manufacturers stated only a. few months ago that they knew of no reason for not adopting the contour and flange as proposed in this report. Eleventh hour opposition however came from the Committee on Way Matters, which is also directly interested with the Committee on Equipment in that subject, and the same repre- sentative of the same manufacturer has stated that they do not believe that the proposed standard is. entirely practicable, and Engineering Association that it would be expensive. These statements were contained in letters, one each to Chairman of the Equipment and to the subcommittee and were perhaps more diplomatic than accu- rate — or at least did not give the hard and digested facts the Committee wanted. With the action which the Executive Committee has deter- mined upon within the last few days, it is likely that such a situation need not occur again. It may, but it need not, and a way has been pointed out whereby the Committee on Subjects, with a more careful assignment of its work, and the Executive Committee in assuming the responsibility of coordinating the various committees that are directly interested in any one subject, will hereafter be more careful in specifically instruct- ing the committees, so that no such friction or opposition may occur at the last moment and embarrass the work of the Association. As advance copies of our report have been distributed, I assume that the members interested have read these, and will, therefore, as far as possible confine myself to a brief summary of the various subjects covered. Passing over the outline of subjects, personnel of the committee, assignment of subjects to the subcommittees and record of meetings held, brings us to Subject i (a), " Revision of Steel Wheel Design," see page 469 of the report. Steel Wheel Design This subject was carried over from last year, having been referred back to this Committee by the Committee on Stand- ards for consideration in conjunction with the design of con- tour of tread and flange and further study as to thickness of rim. After carefully reviewing last year's report on this subject and considering the question of rim thickness, your Com- mittee recommends the adoption of designs shown in Appen- dices A and B, pages 489 and 490 of the report. The designs proposed differ from those submitted by the last year's com- mittee only to a small degree. The rim thickness for wheels 21 in. to 26 in. in diameter has been reduced from 2^ in. Report of Committee on Equipment 509 to 2 in, 31 in. diameter wheels have been included in place of the 30 in. previously proposed, 35 in. and 37 in. wheels have been omitted from the designs, and outside diameters of wheel hubs have been added. The flange dimensions have also been corrected to conform to the new proposed standard flange and tread contours. Before we proceed with discussion on this subject, I would like to bring to your attention the next subject in order; No. 1 (b), "Revision of Contour of Tread and Flange of Wheel." (Eight pages, 470 to 471.) The present Association Standards provide for two flange contours, one }i in. high by in. thick and the other ^4 in- high by Ijq in. thick, the flange of the % in. height being known as "A" and }i in. as " B." The approval of these designs carried with it the suggestion that the J4, in. height of flange be used for both street and interurban railways, as far as it can be applied, and that the ^4 in. flange was recom- mended for use to meet local conditions where it is impossible to operate with the type "A" or }i in. flange. These Standards were adopted in 1907, and experience since that time has proven that it is impracticable to utilize either of the two flange contours adopted for city service, excepting possibly on properties using T-rail or on new construction work where the track conditions conform to standards that will admit of using the foregoing flange contours. As a matter of fact, your Committee has been unable to find any city property using the present Association Standard Flange Contours. The present Standard }g in. by 1 j$ in. flange has been in use by several interurban properties in the middle West, and the proportions of this flange would seem to be about right for this class of service. Slight changes from this contour, however, were adopted by the Central Electric Rail- way Association in 1914. I have been unable to secure any definite information as to why the C. E. R. A. found it desir- able to deviate from the Standards adopted by our Association, as the differences between the standards adopted by the C. E. R. A. and our present Standards are very slight. The contours adopted by the C. E. R. A., however, are more in Engineering Association harmony with the outline of the M. C. B. contour, and this may have had some bearing upon the selection made by them. After having carefully looked into this matter, your Com- mittee was convinced that it is not practicable, due to existing track and special work, to adopt a flange of uniform thick- ness for both city and interurban service. A study of flange and tread contours used by a number of large city properties indicates a considerable variance in out- line, the slope of tread ranging from I in 38 to i in 1 6 and the thickness of flange from 7/% in. to 1^ in., no two roads being found to use the same standards. Our investigation also developed the fact that a large demand exists for in. height of flange, and, although certain roads using this size of flange indicate their willingness to adopt a flange of }i m- height, it will be impossible to do this for many years to come, due to existing special work. Other roads are of the opinion that the ^ in. height of flange is ample for city service. Your Committee, therefore, deems it desirable to include in the proposed standards, a flange 5/£ in. high. Therefore, the standards now proposed include ^ in. and 24 in. heights of flange for narraw tread wheels used in city service and % in. height of flange for the wide tread wheels used in interurban operation. The J4 in. flange for interurban service follows very closely the standard adopted by the C. E. R. A., the changes proposed being principally for the purpose of facilitating rolling. The flanges proposed for city service are of a 1 in. uniform thickness which will make possible the standardization of special work, and while your Committee realizes the import- ance of standardizing all flanges, both interurban and city, to a uniform thickness, we do not feel that the reduction in size of the interurban flange is to be recommended, and believe that the best interests of all concerned lie in the adoption of two standards, one for city and one for interurban service. It will be noted that the proposed designs retain the present Standard slope of 1 in 25. The original recommendation of your Committee included a tread taper or slope of 1 in 20 but this was objected to by certain members of the Committee Report of Committee on Equipment on Way Matters, and, therefore, while the' members of the Committee on Equipment feel a slope of i in 20 would be preferable, they are willing, in view of the fact that the Com- mittee on Way Matters have under consideration a change in the rail head contour, to defer any recommendation in con- nection with change of tread slope. Our recommendations in connection with these two items, 1 (a) and i{b) will be withdrawn and will not be passed on today, but as I have stated, your President believes that a discussion of the question that might be possible would be a helpful one to guide the succeeding Committee on Way Matters and Committee on Equipment in further considering the subject. President Lindall: — Gentlemen, This part Subject No. 1 is now open for discussion. We will be very glad to hear from any representatives of the wheel manufacturers on this particular subject. James Wilson : — I think it was with some relief that the chilled wheel makers have heard that the proposed change in flange is to be put over until next year, because I feel that the 24 and Y> in. dimensions would be objectionable. The present Standards which are in. in thickness met with favor on the part of the chilled wheel makers, and as far as we are able to gain knowledge, they have given good service. The reduction of -fV in. in thickness, both in the ?4 and Y in. is objectionable, we feel sure, to most of the users. We have data from the large users of chilled wheels on the eastern roads, and the average flange thickness we find is slightly over in. We would like to know why it is necessary to reduce the flange in thickness. Another questionable point in this paper is the throat radius, the new //§ in. flange has T% in. throat radius, the Y\ in. flange a in. radius, and Y% in. radius for the Y% in. flange. This proposed change will make for bad fitting, because a wheel gauge that will fit a j% in. throat radius will not fit a ^ in. radius and will not give proper mounting. These are the main objections that we have. Eng it leering Associat w n H. H. Adams : — As I remember the reason for the design of the original contour, which was made in 1907, it was that at that time the majority of the roads were using chilled wheels, and a iT% in. thickness of flange was deemed advisable in order to permit the chilled wheel manufacturer to get sufficient of the gray metal up toward the flange, so as to strengthen the flange and avoid the chipping of flanges, which always is a very serious question with the users of the chilled wheel. As I see the question today, with the high cost of materials, it is a question whether more roads will not, perhaps, be look- ing to the use of chilled wheels rather than steel wheels to carry them over this high market. We wTill have to give consideration, in the design of this steel wheel contour, to that particular question. It will probably have to be a flange that will meet both conditions, and possibly we will have to com- promise one or the other. I desire to make one more remark in connection with the }i in. and }i in. flange. I have not looked over the Proceed- ings, but as I remember these two designs, the % in. was designed for the use of city and interurban service, where the interurban cars were brought into the city over the city special work, but that the Y\ in. was designed for the city service. I would like to ask Mr. Wilson if he can give us any state- ment in regard to the number of roads that are using the chilled wheel with a thickness of flange that is ijjr in. or thereabouts. James Wilsox : — Baltimore uses a flange in. thick with success. The Public Service Ry. Co. uses iy3^ in., Montreal ii\ in. I cannot recall the others. I think Rochester uses in., Syracuse iT:V in., and Utica iT:V in. The following drawings show the standard flanges and treads which are used by the Eastern roads to which we supply wheels. These show flanges much in excess of 1 in. thickness probably an average of ij/s in. Report of Committee on Equipment 513 Taper l"in?5" f-%r~k 2I™~*| I — r- -J Taper T'in25" Syracuse Rapid Transit Railway Co. ft 'Si Third Avenue Railway Co -—^h- Taper I "in 25 ' J Taper I%25" Syracuse and Surburban Railroad Co New York State Railways Utica Lines Taper '("/n 25 New York State Railways Rochester Lines Taper l"in25" Montreal Street Railway Co. Taper /"in 25' 'J-" ~L'S -L 7/-' P.S'.R. Standard Wheel Section No.l630A. > — -> Taper I"inl9" U.R.and E.Cos Standar No. 5 Taper Tin 25'' \-'lr-^ 1%~ — H Cleveland Railways Co. Harrisdurg and Quebec 17 5H Engineering Association H. H. Adams: — That brings out the point I had in mind. I had forgotten just what the experience was in Baltimore, where we were using, at the time I was there, the chilled wheel, but I recall now that from my experience at that time, we found it very desirable to thicken up the flange where we could, so as to get the strength of the gray metal toward the chill in the flange, and we did eliminate a considerable amount of chipping by so doing. I would like to hear from Mr. Bennett on the same subject. W. A. Bennett : — I can give the exact figures. We are making wheels for a number of customers, with much thicker flanges than we used to have ; and I do not think that the 1 13^ in. or the 1% in. is uncommon at all. If there is a repre- sentative of the American Car & Foundry Company here, or if Mr. O'Brien of the United Railways Company of St. Louis is here, he will say they are using a flange which is thicker than that. We tried out some wheels in Peoria, and with a i % in- flange, it was the same wheel they are using in St. Louis. On the interurban cars, on quite a number of roads,* we are using the standard M. C. B. flange, which is I 15/64 in., practically 1 % in. ; but that is measured at a point Y% in. from the base line, and in the street cars it is measured % in. from the base line. Most of the interurban roads use the standard M. C. B. flange. Report of Committee on Equipment 515 Street Car Wheels — City Service Flange thickness, 1 5/32 in. or over Company Flange Thickness Bay State Street Railway Berkshire Street Railway Boston Elevated Railway City Railway Co. (Dayton, Ohio) Connecticut Valley Street Railway Connecticut Company Cumberland County Power and Light Des Moines City Railway Detroit United Railway Duluth Street Railway Escanaba Traction Company E'vanston Railway Grand Rapids Street Railway (Mich.) Holyoke Street Railway Kansas City Railways Lincoln Traction Company Louisville Railway Los Angeles Railway Madison Railways Michigan Railway Middlesex and Boston Street Railway Norfolk and Bristol Street Railway Peoria Railway Rhode Island Company San Diego Electric Railway Springfield Street Railway (Mass.) St. Joseph Railway, Light, Heat and Power Stockton Electric Railway Fresno Traction Company United Railroads of San Francisco Wichita Railway and Light Company Phoenix Railway Company of Arizona .... Inches 3/4 7/8 5/8 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4 5/8 5/8 3/4 3/4 3/4 5/8 3/4 3/4 3/4 3/4 3/4 3/4 5/8 3/4 3/4 3/4 3/4 3/4 5/8 3/4 3/4 Inches I 9/32 1 5/i6 I 5/32 I 9/32 1 9/32 I 9/32 I 9/32 1 5/32 1 5/32 I 5/i6 1 5/16 1 3/16 1 3/l6 I 9/32 I 3/16 I 1/4 I 7/32 I 5/32 I 1/4 1 1/4 1 9/32 I 9/32 1 1/4 1 7/32 1 1/4 1 9/32 1 11/32 1 9/32 1 9/32 1 3/16 1 5/32 1 5/32 H. H. Adams : — We have heard from the chilled wheel manufacturers. If we could hear from Mr. Trist on the steel wheel, it might lead to something in the nature of a compromise. N. B. Trist : — I would ask the gentleman how much ver- tical wear he allows on the flange when he talks of using ifV in. Si6 Engineering Association W. A. Bennett: — On city work or interurban work? N. B. Trist : — How far do you wear the flange down ? W. A. Bennett: — In city work? N. B. Trist:— Yes, and the wear vertically on the face of flange. W. A. Bennett: — The M. C. B. practice is i-in. vertical face. That is on the M. C. B. flange and tread. Their rules are to take the worn flange out if worn to a i-in. vertical face. N. B. Trist : — That gives iVin. wear. W. A. Bennett : — Sometimes more. It depends upon how fast the flange wears with reference to the thread. N. B. Trist: — When it wears down on one side they take the wear on the opposite side? W. A. Bennett : — The back of the flange on the opposite side is always supposed to strike the guard rail, if the wheels are properly gauged. N. B. Trist: — That is what we are trying to avoid in the steel wheel ? W. A. Bennett : — Then take the guard rails out of the track. What is the guard rail for? N. B. Trist : — You never heard of a guard rail in steam railroad work being used except to keep the wheel on the track when the wheel is going off. W. A. Bennett: — What is the purpose of the guard rail? N. B. Trist : — To keep the wheel on the track. W. A. Bennett : — How does it keep it on the track? N. B. Trist : — Back of the flange bearing. W. A. Bennett : — Certainly. N. B. Trist: — Why should it bear up against it all the time ? W. A. Bennett: — The back of the flange will touch the guard rail when the throat of the other wheel is against the side of the rail, in order to keep a sharp worn flange from striking the point of the frog. Then the guard rail on the other side must bear against the back of the flange. N. B. Trist : — You wear on the back of the flange as well as the face of it? Report of Committee on Equipment 517 W. A. Bennett : — There is practically very little wear on the back of the flanges. They do not strike enough guard rails. N. B. Trist: — I can show /4-in. wear on steel wheels. W. A. Bennett : — I have not seen that much on any wheel, steel or cast-iron. I have seen many wheels. N. B. Trist : — I have seen them wear off the back over M in. W. A. Bennett : — I have not seen that, but have had a great deal of experience. It does not look reasonable that the back of the flange would wear % in., as it only strikes a guard rail occasionally. R. H. Dalgleish : — The wear is due to narrow groove rails. The grooves on the rails which many of us have on city roads would absolutely prohibit our using a flange greater than 1 in. in width. As a matter of fact, in Washington we are not able to use a flange thicker than % in. The wear Mr. Trist speaks of on the back of the flange is due to the grooved rails and not to the guard rails. H. H. Adams : — You did not understand Mr. Trist. W. A.. Bennett : — I thought he was speaking with refer- ence to the M. C. B. wheels on railroad tracks. H. H. Adams : — No, wheels in city service. W. A. Bennett : — Then I agree with him. On wheels in city service, I have seen the backs of flanges worn T4 in. from rubbing against grooved rail. R. H. Dalgleish: — We are talking about wheels with % and 24-in. flange in particular for city service. The question of the radius has a bearing on the different heights of flanges. The idea is to make as large a radius at the throat of the flange as possible, but on the ^8-in. height of flange it would be impossible to make the same throat radius as on the %-in. height, as there would be no tangent at all and it would mean dropping from one curve to the other. The wheel would not stay on the track. If it were possible to make the throat radius of the ^g-in. flange the same as the J^-in. flange, we would have very much better wearing flanges, but it would be impossible, in my opinion, to adopt a flange for city service that would be 5i8 Engineering Association even 1/2 m- in width, because in investigating this subject we found many city roads were using a flange from ]/§ to 1 in. in heighth. Of course, it would be an ideal condition to have a flange of the same size in height and width for both interurban and city service, as far as the track conditions are concerned. There are lots of roads that are strictly city roads, with no interurban service at all, and they probably never will have any interurban service, and there is no reason, in my opinion, for their adopting a flange for such service as that 1^ in. in width and }i in. in height. I think we will always have a demand for the two sizes, but whether they will be 1 in. in width and ^4 -in. or -Hj-in. in height, will depend on the future committee. I think it should be borne in mind that we must have at least two, and in my opinion three, flanges for both city and interurban service. H. H. Adams : — I desire to start a discussion on another phase of this contour, that is on the taper. There are various tapers in use, as Mr. Gove said. In Chicago, we use I in 16 with a steel wheel, and when I state that the average mileage of the wheels removed from the first of the year to the end of May, this year, was practically 110,000 miles for a 34-in. wheel, worn down to a 30-in. minimum diameter you can see we have been getting fairly good life out of the wheel for a city service, such as we have, where the stops are frequent. I would like to hear the experience of some of the other members in regard to their wheel life in congested city service, with perhaps a different taper. R. H. Dalgleish : — We have done some experimenting since the first of last year on the increase in taper of wheel. I do not think we have gone far enough to demonstrate that we can materially increase the life of the wheels by increasing the taper, although the experiments we have carried out do show an increased life with an increase in the taper, from 1 in 25 to 1 in 16, in some cases, and in other cases to 1 in 20. The question of the increased taper of the wheel, butts in again into the Committee on Way Matters as to the shape of the head of the rail. As I understand it, the proposition is to shape the head of the rail so as to get a bearing of the tread Report of Committee on Equipment 519 of the wheel, in the case of a new wheel of one-half the width of the tread. If you do that, the taper of the tread will not make much difference, and you might as well have it flat as to fit the rail when it is new. R. D. Hood : — I think that the ^ in., the ^ m-> and similar treads are simply in the nature of a relic of the past. When we were running horse cars, and one car met another car on the same track, and it was necessary to pull out on the pave- ment and run around the other car, we would want a low flat tread which could run on the pavement and go back on the rail again. Another thing was the matter of horse-drawn vehicles, where we desired to have a shallow flangeway, so that that traffic would not be bothered. It seems to me we should look to the future upon this matter, and first agree upon a certain cross-section for rail tread or ball of the rail. When that is definitely decided for all types of rail, then we will be able to design a cross-section flange and wheel tread for use under those circumstances. I believe that every one will agree that, other things being equal, a flange of }i m- or more, perhaps, is better than a shallow flange, especially for high speed work. Of course, some of the gentlemen have said that will not do in their lines in interurban service, or outside service, yet I believe in work- ing toward the future we must work toward the M. C. B. standard flange for all traffic, whether it be interurban or city traffic. So, for that reason, I do not think we are in position now to take up a standard cross-section at this time. We should look in our discussion and in our work and in our investiga- tions toward the time when we can use a standard section for all railways, whether steam or electric, interurban or city. First, we must take up the matter of a standard cross section of rail, and then we can adjust to that a cross section of wheel tread and flange. When that is done, we can be uniform in practice throughout the United States, or to extend it further, in other countries with whom we are connected. R. C. Cram : — To clear the atmosphere a minute, I will call Mr. Hood's attention to the fact that while he refers to 520 Engineering Association relics, we have many relics in the shape of tracks in the United States, and we have to run cars over these tracks for some time to come. We could not find money enough to rehabilitate our properties to suit future ideals such as the very desirable M. C. B. wheel. An M. C. B. wheel, to my way of thinking, is the ideal for street railway use, either city or interurban, if everything else would permit of its being used. One of the chief advantages of the M. C. B. wheel is in the great width of tread ; the trackman does not have to pay so much attention to gauge ordinarily where such wide treads are in use. I presume Mr. Hood will remember that in Washington, in New York, in Philadelphia, and in Chicago, even, while they have rebuilt a great part of the street railway system of Chicago, some the relics are still left; in Brooklyn, and I am pretty sure in Boston, and other large centers of the street railway industry today, they are still equipped with the abominable tram girder rail, which is in a sort of quiescent state between the time when you can finish it and get rid of of it and the time when you still have to carry it as long as you can. That has been our problem in Brooklyn and Mr. Gove asked us some time ago to seriously consider the question of why we might not adopt a 94. m- depth of flange. We went over the matter with him, and I believe we showed him to his satisfaction that a 24~in. flange would mean much changing of rails and other accompanying features that it was practically out of the question for the company to consider such a propo- sition for a long time to come. Further more, up to this year we have been operating safely with a flange in. in depth. Here a comment may not be out of place from one who went to Brooklyn from a property where the shallowest flange was 24 in. to a property where we had *M$-in. flange. I was surprised to find the comparatively small number of derail- ments in Brooklyn which could be, to my mind at least, attributed to flange troubles, such as depth of flange of or its thickness. These things have to be considered, and personally I am very much inclined to believe that flange width or thick- Report of Committee on Equipment $2,1 ness, whichever way you term it, can be reasonably controlled within very close limits, and that the question of thickness is largely a matter of opinion and empirical formula, you might say, developed from usage. I do not think there is any member of the Committee on Equipment who can tell me the reason why one flange is made 1%. m- and another 1^ in., and another ig32 m- m thickness. It is a matter of judgment as developed on each property. R. D. Hood : — The first portion of Mr. Cram's statement follows out my idea, and brings perhaps more acutely to the mind exactly what I meant, and that was, that in our dis- cussions and in our studies we should bear in mind the looking towards the future, the looking toward the final thing to be done. In fact, there are many places where the old tram rails are in use, and narrow and shallow flanges are in use and we should not at this time adopt any fixed standards for our present use, because we are all the time developing. If we do something now we will have to change it in a few years, and I believe the engineers who have charge of that work should bear in mind the future development of their special work and cross section of wheel, and they should also have in mind the development toward the final end, the adoption as a standard of the M. C. B. flange. L. A. Mitchell : — I think Mr. Hood sounded the keynote on this proposition as plainly as possible. I think all of us know it would be impossible to change all of the wheels, for instance, so as to fit a certain flangeway that might exist, and it would be equally impossible, from a financial standpoint, to change all the special work and possibly all the grooved rail that might be in use in any given city, so as to accommodate a certain flange. I am not assuming for a moment to know what is the best practice in the line of shape of flange or depth of flange from the standpoint of the man who has to take care of the equip- ment. I do believe, however, that the engineer who has charge of the track construction can, as he gradually reconstructs or replaces special work, or if the city ordinances are such that they require grooved rails, — that he can, as this work of 522 Engineering Association reconstruction gradually progresses, as we know that it must, put in such flangeways in our special work and in our tracks as will accommodate the M. C. B. flange, if that should grow to be the best type of flange, or whatever flange was decided on. But for the present, we must accommodate the flanges to the flangeway. It would be much more desirable if we had a uniform thickness of flange. In many cases, I do not think that the depth of flange makes so much difference, even though we have flange bearing special work. I know there is con- siderable difference of opinion on that point. But we can, as engineers having charge of the track, gradually take care of flangeways so as to provide for a larger and deeper flange, and we should work toward that future time. There are many cities at the present time in which no interurban cars are enter- ing, but judging by the progress which we are making in all lines in this age, it would seem to me rather difficult to say that interurban cars will not enter such cities in the future, and I think even on those properties it might not be unwise to pre- pare for a larger flange than is being used at the present time. H. H. Adams : — The depth of flange is dependent upon the character of service. In our city service the ^8-in. flange is high enough to meet all conditions. When consideration is given to question of the heighth of flange, one of the first limiting factors we run up against is the depth of flangeway in the special work. We are changing special work very often. Reference has been made to the question of flange bearing special work; I have made some observations on this flange bearing question, and it appeals to me that the flange bearing does not last very long, even with the best class of work that we put in. It is but a short time before we are running on the rail head with the tread of the wheel. I believe for city service it is generally conceded that ^-in. flange is deep enough, where speeds are not high. R. H. Dalgleish : — I would like to have a little more dis- cussion on the point Mr. Adams raised a few moments ago, as to the taper of the wheel. If any of our members have had Report of Committee on Equipment 523 experience with tapers greater than 1 in 25, I hope they will give us a few words on that subject. W. G. Gove : — There are a few points that might be made clear. The matter of the contour of the wheel as to the tread flange, in its relation to the rail, is, of course, a very important one from many standpoints. As far as ideals are concerned, this cannot be made a standard. There is no value in estab- lishing any " ideal " standard, where some of us, if we live long enough, might see such a standard used to a general extent. It is a matter of compromise, as is almost everything else in this world where disputes arise and the thought is to, perhaps, arrange for a standard contour of wheel tread and flange and also for a rail head that will provide a reasonably large purchase and use of each. There will always be some companies that must necessarily have some special conditions, and that is positively true, as Mr. Dalgleish says, in Wash- ington. It is also true in the Boroughs of Manhattan and the Bronx, where they operate an underground circuit and the back of the wheel flange wear is excessive and the cost of the wheels out of proportion to all other city service. It may be quite likely found necessary to adopt standards for both cast-iron and forged steel wheels. As long as that subject is brought up, I rather doubt the desirability of limiting the manufacture of either one or the other. As far as the steel wheels are concerned, rolled or forged, or both, I do not think any of us would care to have their contour and their possible life, and their future value, as I believe it is to be the coming wheel, in any way endangered by the limitations which might be placed on them by a cast-iron wheel. On the other hand, there is no doubt but what the cast-iron wheel is to be cast and used indefinitely upon such properties as care to or believe it necessary for economic reasons to continue its pur- chase, and I do not think that the cast-iron wheel should be handicapped by any limitations which might seem desirable for the rolled steel wheel. H. H. Adams : — There is one comment I would like to make on Subject i-a, as a matter of record for reference to the Committee. That is in connection with the thickness of 524 Engineering Association the tread. I believe the Committee should give consideration to the minimum diameters of the treads to be used for the various types of motors. For instance, with some of our motors we have a clearance from the rail that perhaps only allows us to go down to 30-in. diameter, where we might use a wheel with an original diameter even as high as 36 in. Con- sideration should be given to the various minimum diameters of wheels and possible weights, as the question of weight is one which largely affects this wheel problem. I should like to see a further consideration given to the whole question. W. G. Gove : — I see no objection to Mr. Adams's suggestion being incorporated in the minutes, although this is another subject that perhaps will lead to endless discussion, but in the end may lead to two standards : There is no doubt there will be what is known as a one-wear wheel. The system with which I am connected now uses two types. On the other hand, if a comprise should be attempted, I think it would be a serious matter in the manufacture of the wheels and I doubt very much if we would get anywhere near a unanimity of opinion from the wheel manufacturers. My own thought is that it should be approached in the light of the possible adoption of two standards, what is known as the one-wear wheel, and then the same wheel with a thickness or depth of rim that will permit of the most economical service, consistent with the best practice of manufacture. H. H. Adams: — This is a question which affects us vitally from an operating standpoint, and one which deserves to receive careful consideration by the Committee, from that point of view. W. G. Gove : — I will continue to read what I have pre- pared with reference to the other two items under considera- tion. 1 (c). Brake Shoes, Brake Shoe Heads and Keys Subject 1 (c) — " Revision of Standard Design of Brake Shoes, Brake Shoe Heads and Keys." The present Associa- tion Standards for Brake Shoe, Heads and Keys have been followed in general, although in several details, deviation from Report of Committee on Equipment 525 these Standards has been found necessary. Improvements have also been brought out, particularly with reference to the bearing surface between the brake head and shoe, many roads having adopted what is known as a " plate head," which has met with much favor among the users. Several meetings have been held by the subcommittee at which have been present representative truck builders and brake shoe manufacturers, and we believe that the designs now proposed represent the most modern and up-to-date practice. Attention is called to the fact, however, that the proposed designs will in no way affect interchangeability with the present designs. The following is a brief summary of changes included in the proposed designs : 1. A plate type of brake head is proposed, i. e., a head which, except for the indentations for end and center lugs and slight clearance recess, covers the full bearing portion of the brake shoe. 2. Head designed with square ends to fit end stops. 3. Three-sixteenth inch clearance provided between top of lug on shoe and brake head. 4. Location of center line of key lug on narrow tread shoes corrected. 5. Lip of shoe flange omitted at center for a distance of 50 per cent of total length of shoe. 6. Clearance indicated around flange of wheel. 7. Standards included for brake heads, brake shoes and keys for wheels from 26-in. diameter and under. 8. Unnanged brake shoes eliminated from the Standards, investigation indicating that these are very rarely used for electric service, and where required to meet special conditions, it is recommended that members use M. C. B. standards. President Lindall: — Subject 1 (c) is now open for dis- cussion. We would like to hear from Mr. Sargent on this proposition. F. W. Sargent : — I was present at the meeting held in New York to discuss these subjects, when this matter was approved and submitted in the form given here, and I have no further suggestions to make as to changes. 526 Engineering Association President Lindall: — This subject requires your action with reference to the adoption of standards. It is very desirable that there should be a thorough discussion, before passing to the question of approving it as it stands. If there is no further discussion on this subject, we will put the question. W. S. Adams: — I would like to ask one question in regard to brake shoes. The design, if adopted, is to suit 28-in. diameter wheels and over. Does this mean that the same size shoe can be used on 34-in. and 28-in. diameter wheels, or would the face of the shoe have to be made to suit each diameter wheel? W. E. Johnson : — The subcommittee first considered adopt- ing several radii to take care of various diameters of wheels, and have given that very thorough consideration. The matter was taken up with the brake shoe manufacturers ; but upon laying it down upon drawings, it was found that the bearing would be so little different that it was concluded to be desirable to adopt a radius for 34-in. wheel and use that same radius for wheels down to 28-in. diameter. The other standards, of course, provide for smaller radii from 26-in. wheels down to 21-in. wheels. H. H. Adams : — I would like to hear from Mr. Sargent on that point. F. W. Sargent : — This question was discussed at the New York meeting of your Committee and the face radii for the shoes indicated in the report was adopted. It is unwise to multiply patterns in the effort to have the new shoes fit each wheel diameter. The Association Standards have reference in particular to the dimensions of the back of the shoe and face of the brake head. The new shoe never fits the wheel exactly but wears to a bearing in a very short time. The practice of recessing the face of the brake shoe at each end to receive the chill block makes a sort of compromise face curvature which materially assists the shoe to come to a fit on the wheel and a large proportion of the shoes in general use are of this design. The shoes as proposed for the broad and narrow tread, and large and small diameter, wheels, are sufficient Report of Committee on Equipment 527 to cover the range in wheel diameters. The brake shoe manu- facturer makes his product in accordance with the railroad specification and will furnish shoes with any face diameter desired, but a railroad does not want to carry in stock a whole lot of shoes of practically the same dimensions excepting the face diameter. No two wheels running have exactly the same diameter and I believe the action of the Committee in specify- ing 1 7-in. face radius for the large wheels and 12-in. face radius for the small wheels is the best practice to follow. W. S. Adams : — I merely raised the question so that would be no justifiable complaint by members of the Association, should a shoe suited to a 34-in. diameter wheel be used on a 28-in. diameter wheel. President Lindall: — Is there any further discussion? If not, we will take up the question of action on the recommenda- tion of the Committee on Standards. This matter is contained on page (505), item (a). It is as follows: Recommendation of the Committee on Equipment: (a) As Standard: Revision of Standard Design of Brakeshoes, Brakeshoe Head, and Keys as shown on page 472 of this Report: That the three designs be adopted as Standard Designs to supercede present Standard Design shown in Engineering Manual Eb 1 a. Action of Committee on Standards : Adoption as Standard Design approved. President Lindall : — What action will you take on this recommendation of the Committee on Standards? R. C. Cram : — I move that the Convention concur in the action of the Committee on Standards. (Motion duly seconded, stated and carried.) Axles President Lindall : — We will now proceed to a con- sideration of the Subject 1 (b), the "Revision of Standard Design of Axle." W. G. Gove: — Subject 1 (b) — "Revision of Standard Design of Axles." As in case of the previous subject, revision of Standard Design of Axles is one of the subjects included by the Executive Committee under the general head- 528 Engineering Association ing " Review of Association's Existing Standards and Recom- mendations." The present Association Standard Axles have been found very desirable from the standpoint of standardizing motor design. They have been inadequate, however, in meeting general conditions, as, excepting for heavy electric traction and interurban service, the standards indicated cannot be used on account of the length being too great for city service. To take care of this situation, two designs for 3^-in. by 7-in. axle have been added with journal centers of 69^ in. and 72 in. respectively, the former to meet the requirements for a driving axle for maximum traction trucks and the latter for the heavy four-motor equipment operated in city service. Since the present axle designs were adopted, there has been considerable development in car design, requiring the use of a small size motor for which no standards are now provided. To meet the requirements for this class of service, two designs of axles have been added, one for 3^2-in. and one for 4-in. motor fit, both having $lA -m- by 6-in. journals spaced on 6gj4~m- centers. The Standard Axles, as included in the present Standards, have been retained with practically no change. A departure has been made, however, in the matter of keys for gears, these having been omitted from the drawing show- ing design of axle but included as a separate item and recom- mended for use with split gears only. The gear and wheel fits on the present EA axle have been reduced % in. in diameter, it being found during investigation of stresses that the present gear and wheel fit diameters are out of proportion with the remaining parts of the axle. In analyzing the stresses, your Committee found that a reduction in capacity for the present EA and EB axles was desirable. The capacities of these two axles were accordingly reduced 1000 lb. per axle from the capacities shown on the present standards. With reference to the tabulated data accompanying the Axle Standards, attention is called to the omission of gear pitch and face, this being believed desirable in view of recent development in gearing permitting of a greater variation in Report of Committee on Equipment 529 pitch and face of gears depending upon the type of gearing selected. H. H. Adams : — I do not like to start all of these discus- sions, but I have some comments I would like to bring out. The Committee's action in connection with the axles is well taken, but I do not think they have gone quite far enough on the question of shortening the axle. They have shortened the axle of the 3^4-in. by 7-in. journal. I think similar action should be taken in connection with the 4^-in. by 8-in. journal, and any of the other axles that permit of shortening, so as to enable us to get the benefit of reduction in weight in our trucks. Whatever we can shorten our axles means that we not only cut off the axle, but also every other cross members of the truck, so it is quite an item in the reduction of weight. I desire to present this question as a matter for further con- sideration by the Committee. F. R. Phillips : — I wish to say a few words in line with the remarks of Mr. Adams concerning the shortening of the axles. We all agree that saving in weight is desirable, but I would like to call the Committee's attention to the fact that they should not forget the companies operating with a wide gauge. As the present Standards of the Association stand, wide gauge trucks may use the Standard axle, but if there is any considerable shortening of the axle, it will be impossible for them to use that Standard. There are quite a few roads that are using the old broad gauge — among which are the roads operating in Philadelphia, St. Louis, Pittsburgh and Cincinnati. H. H. Adams: — As I understand the situation, the Com- mittee is not disturbing the old axles, but submitting these for use as new additional axles. L. C. Datz : — In connection with the shortening of the axles, and with reference to the wide gauge used by some of the companies in the country, I will say that New Orleans has a double gauge system, about 180 miles of 5-ft. .2^-in. gauge, as well as about 25 miles of 4-ft. 3^-in. standard gauge. The last order for fifty new cars were to be purchased for the wide gauge, and we had contemplated changing over our track 53o Engineering Association to this gauge. The European war came along so we did not go to that expense but bought an axle that would fit either gauge. It is the Standard axle that will accommodate itself to the wide gauge, and we will not have to change any part of our truck should we change to the Standard gauge later on. W. E. Johnson : — I think the point Mr. Adams has in mind in connection with the shortening of the larger axle is to take care of certain special equipment as used in city opera- tion. There was some discussion on that subject at the meet- ing of the subcommittee, but it was deemed undesirable to go any further in the shortening of the axles than what the Com- mittee has already done. Four additional designs have been added ; in other words, we have practically doubled the number of designs now included in our Standards. Of course, it is perfectly possible where a shorter axle with a 4%-in. journal is required to utilize the axle shown in the proposed standard by shortening the wheel seats or other parts of the axles, and maintaining the standard motor fit. As the number of equip- ments of cars requiring such special conditions were so few, it was not thought advisable to provide an extra standard axle design. It will be absolutely necessary to retain the present length of 84^4 m- of axle. H. H. Adams: — I will say for the benefit of the Committee we are using a 4%-m. by 8-in. axle, which is shortened to 6 ft. in. W. E. Johnson: — As I understand it, that is special serv- ice equipment and does not come under passenger car service. H. H. Adams: — Passenger car equipment. W. S. Adams : — Should it be found desirable to make a shorter axle of the 4%-in., there is no disadvantage in making 72 in. of journals. That would allow ample length of hub, equal to the core of the wheel. W. E. Johnson: — There would be no objection to adding the additional size. The only reason it was not included was because we wanted to keep the number of designs down to as few as possible, but the additional design can be readily added. Report of Committee on Equipment 531 President Lindall : — If there is no further discussion, we will take action on the recommendation of the Committee on Standards as to " Revision of the Standard Design of Axle." Recommendation of Committee on Equipment : (b) As Standard: Revision of Standard Design of Axles as shown on page 473 of this report: That these designs be adopted as Standard to supersede present Standard Designs shown in Engineering Manual Et 3a. Action of Committee on Standards : Adoption as Standard Design approved. President Lindall : — What .action will you take on the recommendation ? L. A. Mitchell : — I move that the recommendation of the Committee on Standards be concurred in. (Motion duly seconded, stated and carried.) A. I. E. E. Standardization Rules President Lindall: — The next subject is The Stand- ardization Rules of the A. I. E. E. W. G. Gove :— Subject 2 — Standardization Rules of the A. I. E. E. With reference to this subject, your Committee recommends that Par. 800 to 820, 850 to 895, 1100 to 11 13, inclusive, of the A. I. E. E. Standardization Rules, issue of July 1, 1915, be approved, excepting Par. 803, which we recom- mend be referred back to the Committee on Equipment for futher investigation and report; that Par. 250 to 499, 501 to 652, 657 to 699 and 720 to 741, inclusive, of the A. I. E. E. Standardization Rules, issue of July 1, 1915, be referred to the Association for approval, providing they are approved by the Committee on Power Distribution and Power Generation ; that Par. 500 of the A. I. E. E. Standardization Rules, issue of July 1, 191 5, be referred back to the Committee on Equipment for the ensuing year, and that consideration be given to the values of voltages that should be specified for use in testing railway and electric locomotive motors and apparatus, specially with reference to desirability of using voltage of twice the normal plus 2000; that Par. 653 to 656, inclusive, of the A. I. E. E. Standardization Rules, issue of July 1, 1915, be approved, with 532 Engineering Association changes noted in items I to 6, inclusive, of Subject 2 of this report. President Lindall: — The subject is open for discussion. Is there any discussion? The recommendation of the Com- mittee on Standards in regard to this matter is as follows : Recommendation of Committee on Equipment: (c) Standardization Rules of A. I. E. E. (July 1, 1915, Edition, page 474) : That part of the Rules assigned were approved and amend- ments suggested to a number of others. It was also recommended that others be referred to the ensuing Committee for further consideration before the Rules can be finally approved. Action of Committee on Standards: Approved and referred to Executive Committee for final action. President Lindall : — What action will you take on this subject? H. A. Johnson : — I move that the recommendation of the Committee on Standards be approved. (Motion duly seconded, stated and carried.) President Lindall: — The next subject is No. 3, "Car Ventilation." W. G. Gove in presenting this part of the report read pages (476), (477) and (479). H. H. Adams : — I want to make one statement in regard to one point in the report in connection with the intakes in the Chicago cars. As stated in the report, a number of cars were equipped originally with intakes at the floor. I was con- fronted with that particular question when I came to design a new lot of cars, and found there was difficulty from the dust coming through these floor intakes. I made a study of the situation, and found that at the side of the car, when the car was moving, there seemed to be a point where there was com- paratively little dust, and I determined upon locating the air intakes in the side of the car at this point as referred to in this report. The result has been that the intakes in the side of the car are satisfactory from the standpoint of the elimination of the dust. There may be a slight amount of dust taken in at that point, but we have been so satisfied with the arrangement Report of Committee on Equipment 533 that all of our later design of cars have carried the intake at that location. President Lindall: — Any further discussion? If not, we will proceed to the consideration of Subject No. 4, " Lighting of Electric Street Cars." Car Lighting W. E. Johnson read the section of the report relating to this matter. (Seepages (480) and (481)). President Lindall: — Subject No. 4, " Lighting of Elec- tric Street Cars," is open for discussion. Is there any dis- cussion? If not, we will proceed to the consideration of the Subject No. 5, " Standard Sizes of Carbon Brushes for Street Railway Motors." Carbon Brushes W. E. Johnson read that part of the report relating to this subject. (See page (481).) President Lindall: — Is there any discussion on Subject No. 5? E. H. Martindale : — I would like to second the recom- mendation of the Committee that the question of Standardiza- tion of Carbon Brushes be referred to the ensuing Committee for further investigation, because I believe something will be forthcoming on the subject this next year. Two years ago the speaker was appointed to the Industrial Power Committee of the American Institute of Electrical Engineers, and realizing the great variety of brush sizes for industrial as well as railway motors, he started an investiga- tion looking toward some standardization of brush sizes. We went as far .as we could in the American Institute of Elec- trical Engineers, and then turned this matter over to the Elec- tric Power Club in May, 191 5. The Electric Power Club has nothing to say in regard to railway motors, but investigated the question of standard sizes for industrial motors and generators very carefully. A meeting was held in Cleveland, Friday, October 6, 19 16, be- tween the carbon manufacturers and representatives of the 534 Engineering Association Electric Power Club. Present 'at the meeting was a repre- sentative from the Railway Department of the Westinghouse Electric and Manufacturing Company, Mr. Hellmund, and also from the Railway Department of the General Electric Company, Mr. Delack, and I believe they will soon bring the question up before this Association. At the meeting last Friday standards were adopted for carbon brushes for stationary motors and generators with steps mainly % m- m length, y§ and % m- m width, together with limits on length and width, also steps of TV and in. in thickness and the question of limits on thickness was gone into thoroughly but no decision was reached. The motor manufacturers want closer limits, which will mean consider- able increase in the cost of brushes, because of the rejections as well as the higher cost of machine maintenance. The standard limits proposed for thickness were 0.004 m- in D0X gauge, which means practically 0.0025 in. caliper variation. While the increase in the cost of brushes will be consider- able, the saving in maintenance will be a great deal more than the increased cost of brushes. The side wear on brushes and burning of brush holders increases perhaps as the square or the cube of the clearance between the brushes and the holders so that a brush closer to size will greatly reduce brush holder wear and also give a longer life to the brush itself. The General Electric Company's standard limits in width on railway motor brushes have been exact size to 1/32 in. oversize and the Westinghouse standard exact size to 1/32 in. undersize, which I think explains much of the trouble which some railways have had with the brushes sticking in the holders. If an order did not specify the motor for which the brushes were wanted and the carbon manufacturer made a General Electric brush which was used in a Westinghouse motor or if brushes were ordered for a General Electric machine and later were used in a Westinghouse machine which took the same nominal size brush, trouble with sticking in the holders was naturally encountered. The carbon manufacturers will investigate the increased cost for each 0.001 in. closer limit, and if this information is Report of Committee on Equipment 535 completed by November 15, 1916, the Power Club will decide what they are willing to pay for a closer limit. After this decision has been reached probably the same proposition will be put up to this Association for action on railway motor brushes. W. E. Johnson : — I would like to hear some discussion by the motor manufacturers, if there are some present. A. L. Broomall : — I do not see that I can add anything at this time to the discussion regarding this subject, other than to impress on you the advantages to be gained by the American Electric Railway Engineering Association adopting the stand- ards which will be decided upon by the Electric Power Club. In the past the tolerances specified by different manufac- turers were such that two carbons, although of the same nominal dimensions, were not interchangeable. This con- dition would be avoided by the proposed standardization now being considered by the Electric Power Club. It therefore seems very desirable that this Association should at some later date again take up this subject and adopt the same limits as those which will be adopted by the Electric Power Club. M. C. B. Brass for Heavy Electric Traction President Lindall : — We will now proceed to Subject No. 6, IC M. C. B. Brass for Heavy Electric Traction." W. E. Johnson: — Briefly, our recommendations on this subject provide for extending the size of brass down to ap- proximately the center line of journal and the provision of means for controlling the end thrust of journals, thus limiting the thrust wear of journal bearings. The thrust plates are optional, as regards their employment, and the designs of journal bearings as proposed will in no way affect inter- changeability with present standards, although in order to obtain the full benefit of the new bearings, the guide lugs on interior of present standard boxes should be extended. The proposed designs are shown in Appendix G, Fig. 1 to 15, in- clusive, and your Committee recommends that these be adopted as Standard Designs of this Association in place of 536 Engineering Association the present Standards as shown in Engineering Manual Et-ia and Et-2a. I also want to mention that attention has been called to cer- tain interferences, and I would like to ask the member of the subcommittee handling this subject, and who discussed the subject with one of the manufacturers, who discovered the discrepancy, whether it will be possible to reconcile the pro- posed designs so that they can be adopted. I believe it is a matter of making slight changes in dimensions affecting clearances. L. M. Clark : — In the matter of the point raised by Mr. Johnson, regarding the leaving of proper clearances on the button end of the axle journals, I know of no reason why these changes cannot be made without seriously interfering with the report of the Committee as it has been recommended. H. H. Adams: — I would like to have these discrepancies pointed out. W. E. Johnson : — The interference is between the bottom side of the brass and the button end of the car journal. That is, in removing the brass it is necessary, of course, to first re- move the wedge and then raise the brass in the box or raise the box with the journal. The present design is such that the axle will touch the bottom of the dust guard opening, and there is hardly sufficient clearance to remove the brass from the button of the axle, but this matter has been discussed and there seems to be no reason why the necessary clearance can- not be provided. H. H. Adams: — That is the dimension on the journal brass ? W. E. Johnson: — It may be the dimension on the journal brass or journal box. If you notice, there are certain changes suggested in connection with the journal box, and it may be we will have to include a further change to obtain the addi- tional clearance. W. S. Adams: — The change will consist in either making a lower opening in the back of the journal box or reducing the depth of the bearing at the side, in order that the journal bearing will have sufficient clearance to be inserted in the Report of Committee on Equipment 537 journal box.- The lip at the top of the journal box for holding the journal wedge in place will have to be reduced in depth in order to obtain proper clearance for insertion of the journal wedge. The flanges for holding the journal thrust plates ex- tend too far into the box. They would interfere with the collar on the end of the journal. They will have to be cut off at the top in order to give the journal collar the proper clear- ance. I think these corrections can be readily made by the Committee, should the Association decide to adopt these features as a Standard. President Lindall : — The recommendation of the Com- mittee on Standards on this part of the Committee on Equip- ment is as follows : Recommendation of Committee on Equipment: (d) As Standard: M. C. B. Brass, Heavy Electric Traction — Revision of Standard Journal Boxes (Engineering Manuel Et ia), and Standard Journal and Journal Bearing Keys (Engineering Manual Et 2a) as shown on pages 481 to 483 of this Report: That the Design of Journal Bearings, Wedges, Boxes and Thrust Plates be adopted as Standard Designs to supersede present Standards shown in Engineering Manual Et ia and Et 2a. Action of Committee on Standards: Adoption as Standard Design approved. W. E. Johnson : — I move that the proposed standard be adopted as recommended by the Committee on Standards, and that the necessary corrections be made for clearance. H. H. Adams : — It might be well to make that as an amend- ment rather than as covering a suggestion, an amendment covering the change in dimensions necessary to give this clearance. W. E. Johnson : — I will accept that change. (Mr. Johnson's motion as amended to adopt the recom- mendation of the Committee on Standards was carried.) H. H. Adams: — As a matter of record I desire to make the statement that this amendment will be submitted to the Com- mittee on Standards for their consideration, as it is a change from, what was originally passed, the Convention has ap- proved it, and it will be taken up at the next meeting of the Committee on Standards. 538 Engineering Association Limit of Wear Guage President Lindall: — The next subject is No. 7, " Design of Limit of Wear Gauge for Association's Standard Flange Contours." H. A. Johnson read that section of the report relating to this matter. (See page 483.) President Lindall : — Is there 'any discussion on this sub- ject? If not, I will state that the Committee on Standards made the following recommendation in connection with this matter : Recommendation of Committee on Equipment: (g) As Standard; Design of Limit of Wear Gauge for Associa- tion Standard Flange Contour. That the Design shown on page 483 be adopted as Standard. Action of Committee on Standards: Adoption as Standard Design approved. President Lindall: — What action will you take on this recommendation ? W. E. Johnson: — I would call attention to one point in connection with this recommendation: It is noted that these proposed gauges are for the new proposed wheel flange con- tours, as reference is made to that fact in the report. How- ever, the limit of wear of the wheel flange would not be affected by the original thickness of the flange. Therefore, there would seem to be no reason why these gauges should not be approved for the Standard Flange Contours as they exist in the present Association Standard. F. J. Foote : — I would like to ask a question in connection with these gauges. I notice that the gauge for the i-in. flange is of a different shape from the gauge for the 1 3/16-in. flange. I do not understand why this is so. It seems to me that both gauges should be of the same shape. W. E. Johnson: — There was no particular reason for making the shape of these two gauges different. I think that came about by using the Central Electric Association standard gauge for the 1 3/16-in. flange, the gauge for the i-in. flange being an entirely new gauge. There is no reason, however, why they should not be made uniform. They can be used in Report of Committee on Equipment 539 either way. It does not affect the use of the gauge one way or the other. R. C. Cram : — I move that the recommendation of the Com- mittee on Standards be approved. (Motion duly seconded, stated and carried.) Trolley Catcher Socket President Lindall: — The next subject is No. 8, " Design of Trolley Catcher Socket." W. E. Johnson : — Your Committee made a very careful study of the various types of trolley catcher sockets in use, and when our report was rendered, all indications pointed to the possibility of the adoption of a socket that could be generally used but since this report was rendered and after action by the Committee on Standards was taken approving the recommendations of your Committee. Our attention has been called to the fact that the design proposed by us is covered by certain patents and as the owner of these patents is unwilling to grant permission for the general use of the socket in question, your Committee finds it necessary to with- draw the recommendation, and recommends that the report, as shown in Advance Paper No. 311, pages 19 to 21, shall not be printed in the Proceedings but that in lieu thereof, a brief statement will be furnished explaining the obstacles met with in our attempt to formulate a satisfactory standard ; and, in view of the present patent situation, it is not believed that a standard that could be universally adopted, could be recom- mended at this time. President Lindall : — What action will you take on this portion of the report? H. H. Adams: — I move the adoption of the Committee on Equipment's last recommendation withdrawing this design. (Motion duly seconded, stated and carried.) Painting Cars President Lindall :- — The next is Subject No. 9, " Paint- ing of Cars." W. E. Johnson read that part of the report on this subject. (See pages 484 to 485.) 540 Engineering Association Safety Code President Lindall: — The subject is open for discussion. Car Painting is an important subject, and we will be glad to have any discussion. If there is no discussion, we will proceed to the next, Subject No. 10, " Consideration of Tentative Code of Safety Rules of the U. S. Bureau of Standards." W. E. Johnson : — After investigation of this tentative code of Safety Rules, your Committee recommends that it be approved insofar as it pertains to the jurisdiction of the Com- mittee on Equipment. President Lindall: — Is there any discussion on this sub- ject? The Tentative Safety Code is to be put in operation for a trial period, and the only action on the part of the mem- bers is to follow closely as possible, so far as it applies to their particular work, the working of the Code, so that at the end of the trial period we will be in a position to bring up any objections which may appear during the trial period. Rail Corrugations President Lindall: — The next is Subject No. n, To Investigate Rail Corrugation in its Relation to the Use of Rolled or Forged Steel Wheels versus the Use of Chilled Cast Iron Wheels. W. E. Johnson read that part of the report on this subject. (See pages 485 to 486.) W. G. Gove: — This is an old time subject, and is not brought up at this time with any special idea of making an effort to discover the actual cause of corrugation, but- is in- tended to prove that there is no point to the relation of the rolled steel wheel and cast iron wheel to corrugation, which seems to be of some interest to one of the New York city prop- erties just at this time. The diversity of opinion amongst engi- neers in respect to corrugation is greater perhaps than upon almost any other subject entering into street railway construc- tion and equipment. I just want to add that twenty years ago I happened to be assistant engineer of roadway on one of our city properties in the middle west, and in those days we had Report of Committee on Equipment 541 nothing but cast iron wheels under our cars, and we certain ly had plenty of corrugations on ouf steel rails. Association Standards President Lindall: — The next subject is "Review of Associations Existing Standards and Recommendations."' W. E. Johnson : — In connection with the work of the Committee in reviewing these Standards and Recommenda- tions I would call to your attention particularly that part of the report on pages 486 and 487 reading as follows : In connection with the Association's present standards, attention is called to the lack of definite standard practices and gauges, and your Committee recommends that this be given consideration by the ensuing committee. The following are some of the principal gauges which should be provided : Gauging points and terms for wheel and track. Wheel mounting and check gauge. Brake beam gauge covering spacing of brake heads. Wheel flange and tread contour gauge for new wheels. Standard wheel tape. Plane gauge for solid steel wheels. Rotundy gauge for solid steel wheels. Journal bearing and wedge gauges. W. G. Gove : — Before the meeting is closed I would like to read the following from page 487 of our report : In conclusion, this Committee wishes to go on record as opposed to detailed consideration and recommendations in connection with matters where it is evident from the start that no final determination can be made that will conscientiously be lived up to or advocated by the indi- vidual members. In other words, we do not care to put forth the ideal as an ideal, and have, therefore, in several instances, confined the consideration of subjects to historical sketches or reviews without add- ing definite recommendations. As we do not believe that member com- panies should in any ways be committed or their officials' opinions influenced by committee recommendations which embody an ideal alone, but where the committee members have simply reached their conclusion with the idea of recommending the best practice regard- less of their own experience or other consideration and where their own companies are not in a position or do not care to follow such recommendations. President Lindall : — Is there any further discussion on the report of the Committee on Equipment? If not, what 542 Engineering Association action will you take in reference to the acceptance of the report ? H. H. Adams : — I move you that the report of the Commit- tee on Equipment be accepted and a vote of thanks be tendered the Committee for the valuable report which they have pre- sented. (Motion duly seconded, stated and carried.) The meeting then adjourned. FRIDAY SESSION October 13, 1916 President Lindall called the meeting to order at 9.40 o'clock A. M. President Lindall :— The first report will be that of the Committee on Buildings and Structures, which will be pre- sented by Mr. C. F. Bedwell, Chairman. REPORT OF COMMITTEE ON BUILDINGS AND STRUCTURES To the Members of The American Electric Railway 'Engineering Association: Gentlemen : — The Executive Committee assigned the following- subjects for investigation by your Committee: Subject No. 1 : Review of Association's existing Standards and Recommendations, as applies to the work of this Committee. Subject No. 2: Design of Shelters (considering 1912 Report), Bridges, Culverts, Fences, etc., looking to their adoption. Subject No. 3 : General Specification and Form of Contract for Railway Structures. (Get an opinion on the form from various Member Companies.) Subject No. 4: Proper Provision for Expansion and Contraction in Restrained Concrete Structures, consideration to be given to both plain and reinforced concrete, with provision made to prop- erly waterproof and protect such arrangement. Subject No. 5 : Oil Houses and their Equipment. Subject No. 6: Consideration of Tentative Safety Code of the U. S. Bureau of Standards, insofar as it applies to the work of this Committee. The subjects assigned for consideration were apportioned to the members as follows : Subject No. 1 — Committee as a Whole. Subject No. 2 — H. G. Salisbury, Chairman, C. S. Kimball and F. F. Low. Subject No. 3 — Committee as a Whole. Subject No. 4 — C. F. Bedwell, Chairman, H. G. Throop and H. E. Funk. Subject No. 5 — R. C. Bird, Chairman, Wm. Roberts and Jas. . Link. Subject No. 6 — Committee as a Whole. [543] 544 Engineering Association MEETINGS A general Committee meeting was held at the Association rooms in New York City on August 25, 1916, attended by Messrs. C. F. Bed- well, R. C. Bird, H. E. Funk, C. S. Kimball, F. F. Low and Wm. Roberts. The reports of the several sub-committees were presented and approved ; with recommendations that the revised General Specifica- tions and Form of Contract be adopted as a Recommended Specifica- tion and Form of Contract; that the proposed recommended Oil House be adopted as a Recommended Design and that the subject of fences be continued with particular reference to concrete posts and methods of casting concrete posts. The design of car house and shop pits is suggested as a new subject for study by the future Committee. The reports of the sub-committees assigned to consider the several subjects follow : REVIEW OF ASSOCIATION'S EXISTING STANDARDS Inasmuch as the only subject of this Committee, adopted as a recommendation, is the Fire Protection Rules which were adopted last year, the Committee did not deem it necessary to revise the rules at this time. DESIGNS OF SHELTERS, BRIDGES, CULVERTS, FENCES, ETC. The subject is indeed broad and the Committee is agreed that shelters, bridges and culverts are not subjects that can very well be investigated and presented for adoption at this time, the control of the design being variable, due to desires or demands of location and purposes, the pleasure of Park Boards, "Civic Associations, or private individuals. This is especially true of shelters. Your Committee has given the subject of fences due consideration and has confined its work to types of fences adaptable to fencing in and protecting car house, park, terminal or station properties, right-of- way fencing not being considered, there already being much available data covering various types of right-of-way fencing from catalogs of steel and cement manufacturers and from other sources. Unquestionably, any type of fence that is contemplated to be a perma- nent structure or to remain in place for a period of more than ten or twelve years should be either entirely of concrete or iron, or at least the posts should be of concrete. Concrete posts may be made in fairly large quantities, at about the present-day cost of the best quality creosoted wood posts, and this Com- mittee strongly recommends that concrete posts at least be used for all types of fences that are intended for permanent use. Fig. 1 shows a Report of Committee on Buildings and Structures 545 type of concrete post which may be used in connection with the pro- posed solid or picket wooden fences, shown by Fig. 3 and 4, the idea being that should one of these types of fences be built for more or less permanent use, the wood panels, when rotted or damaged, may readily be replaced. 18 546 Engineering Association Fig. 2 shows an all-concrete solid panel fence suggested for perma- nent use. With this type the posts are cast separately, set up and the panels formed and poured in place between the posts by building sub- stantial wood knock-down forms, lined with sheet metal. Very neat panels are procured that will require very little dressing up after the forms are removed. Sufficient panel forms should be made so as to allow the work. of pouring, stripping and setting up again to go on con- Report of Committee on Buildings and Structures 547 tinuously. This type of fence has been built complete where there is a minimum of say 200 lin. ft., for from $2.50 to $3.00 per lin. ft., depend- ing on material facilities, with labor at $3.50 per day. Fig. 3 and 4 show a proposed type of solid board wood fence and wood picket fence respectively. These types may be built with wood 548 Engineering Association posts as shown or the concrete post shown by Fig. i may be used with the wood rails bolted to the angle iron adaptors. These two types may be built at a cost not to exceed $1.25 per lin. ft. for wood posts and $1.50 per lin. ft. for concrete posts, including two coats of lead and oil paint on the wood work. Report of Committee on Buildings and Structures 549 Fig. 5 shows an excellent type of fence with concrete posts and iron picket panels. This type is being used widely for locations where a permanent fence is desired and certainly makes a substantial, neat and economical fence. 550 Engineering Association The steel and iron market being so variable at present, no prices are given for any of the iron fences shown. A bill of material is given, however, so that prices may be readily procured. Fig. 6 shows a substantial type of iron picket fence with heavy angle iron posts and concrete foundation for use as an inter-track fence. Fig. 7 shows another substantial picket fence of lighter construction with braces for use where braces are not objectionable. Report of Committee on Buildings and Structures ^py^ fa™ -j.2Aiy pue?J2//i-i 552 Engineering Association Fig. 8 shows the familiar type of pipe rail fence which may be used for many purposes. 5§£ Report of Committee on Buildings and Structures 553 Fig. 9 shows an admirable type of fence, especially adapted to fenc- ing amusement park properties and, of course, can be used for other purposes. It is quite feasible to use concrete posts if desired. It is the earnest desire of this Committee that this subject be freely discussed in Convention for the guidance of the future Committee. 554 Engineering Association GENERAL SPECIFICATION AND FORM OF CONTRACT This Committee, as instructed by the Executive Committee, sent out through the Secretary on June 7, 1916, a circular letter enclosing for criticism a copy of the proposed General Conditions and form of Con- tract for Railway Structures. The letter is quoted herewith : " To this year's Committee on Buildings and Structures has been assigned the consideration of the General Specifications and Form of Contract for Railway Structures, which was recommended for adop- tion in 191 5, but which was disapproved by the Committee on Stand- ards., the subject being referred back to the Committee on Buildings and Structures by the Executive Committee for further investigation, with the direction that the opinions of Member Companies be obtained and incorporated in its 1916 report. There is accordingly enclosed herewith for your criticism a copy of this Specification. It will be noted that the much discussed arbitration clause contained in the 1914 report has been omitted, it having been the opinion of the Committee that no mention of this clause should be made, inasmuch as it might tend to invite discussions between the Contractor and Owner as to the proper interpretation of the work to be done. If, however, conditions should arise that cause a dispute, it will generally lie in the power of the engineer to settle" the question. If this fails, he can then, of his own accord, suggest arbitration cr let the matter go to court as a final resort, if he so desires. You will also note that the " Bond " clause is included as the eighth clause of the general conditions of specification. There has been some dispute as to whether or not this clause should be included in the agreement portion or among the general conditions. 1. Do you consider the bond clause broad enough to safeguard the Owner against any and all losses that may occur for liability or unfaith- ful performance of the contract? 2. Is the ninth clause of the general conditions, headed " Defective Work and Material", sufficient in its intent as stated? 3. Is the tenth clause of the general conditions, " Changes ", too severe ? 4. Should clause thirteen in the general conditions, headed " Liens " and clause fourteen, " Indemnity ", be eliminated, as the same require- ments are more or less specifically stated in the eighth clause of the general conditions, headed "Bond"? 5. Should the last paragraph of clause fourteen, " Indemnity ", call- ing for maintenance of liability insurance, be included in clause fifteen of the general conditions, under the title " Insurance"? 6. Should clause nineteen of the general conditions, " Expediting Work ", be omitted or erased when the fourth paragraph of the agree- ment portion and the eighth clause in the general conditions, headed " Bond ", are both in force? You will, of course, understand that this tentative form, as a whole, is not likely to be adopted as Standard, but can be adopted as a Recom- mended Specification for use as a general guide in drawing up specific contracts and specifications. The laws of certain states may, of neces- sity, require modification of certain clauses and paragraphs pertaining to liens and workmen's compensation acts. It is the earnest desire of the Committee that extensive and frank criticisms and suggestions be returned by members of the Engineering Association. It is especially requested that legal representatives of Report of Committee on Buildings and Structures 555 Member Companies express their opinions as to the legality of the form. Thanking you for such information as you may be able to furnish in relation to this matter, I am, etc. The answers received, although but twelve in number, were very gratifying and satisfactory to the Committee and are summarized as follows : Question No. 1 — " Bond Clause " : Do you consider the bond clause broad enough to safeguard the Owner against any and all losses that may occur for liability or unfaith- ful performance of the contract? Nine companies say " yes." Two companies suggest different form. One company makes no suggestion. Recommendation : Let "Bond Clause" stand as it is. Question No. 2 — " Defective Work and Material " : Is the ninth clause of the general conditions, headed '*' Defective Work and Material ", sufficient in its intent as stated ? Ten companies say " yes." Two companies make no comment. Recommendation: Let ninth clause, "Defective Work and Material", stand as it is. Question No. 3 — " Changes " : Is the tenth clause of the general conditions, "Changes," too severe? Four companies say " No." Five companies say " Yes." Two companies suggest modification. One company makes no comment. Recommendation : Modify the next to the last paragraph, clause ten, General Conditions, headed " Changes ", as follows : " The price for such work to be used in computing the sum to be added to or deducted from the contract price, as the case may be, shall be determined at the discretion of the Engineer, by one or more of the following ways : A — By estimate and acceptance of a lump sum price; B • — By unit prices stated in the contract or subsequently agreed upon ; C — By cost and percentage or by cost and a fixed sum. 556 Engineering Association Question No. 4 — "Liens" and "Indemnity " : Should clause thirteen in the general conditions, headed " Liens " and clause fourteen, "Indemnity", be eliminated, as the same require- ments are more or less specifically stated in the eighth clause of the general conditions, headed "Bond"? Clause 13 Clause 14 Companies say "No" 5 7 Companies say "No", with modification 1 1 Companies say "Yes" 3 1 Companies making "No special comment" 3 3 Recommendation : Let clauses thirteen and fourteen stand as they are. Question No. 5 — "Indemnity" under "Insurance": Should the last paragraph of clause fourteen, " Indemnity ", calling for maintenance of liability insurance, be included in clause fifteen of the general conditions, under the title of "Insurance"? Seven companies say " No." Three companies say " Yes." One company suggests changes. One company makes no special comment. Recommendation: Let last paragraph of clause fourteen headed " Indemnity ", stand as it is. modified so that mention is made of public liability insurance, the clause to read as follows : " The Contractor shall maintain such public and employees' liability insurance " Question No. 6 — "Expediting Work": Should clause nineteen of the general conditions, " Expediting Work ", be omitted or erased when the fourth paragraph of the agree- ment portion and the eighth clause in the general conditions, headed u Bond ", are both in force? Ten companies say " No." One company says " No, with change in heading." One company makes no comment. Recommendation : Let clause nineteen stand as it is with the heading changed from " Expediting Work " to new heading " Performance by Owner of Contractor's Obligations ". Additional Recommendations. It has been suggested that an additional paragraph be added to clause eighteen, to the effect that the Contractor shall so conduct his Report of Committee on Buildings and Structures 557 work as not to interfere with the Company's property. This recom- mendation is not deemed necessary as stipulations of paragraph 17, headed " Other Contractors ", covers the same proposition. Suggestions have been made that the agreement portion of General Conditions be not sent out at the time bids are requested. This is not considered a satisfactory arrangement. It is true that Contractors in time become familiar with the form of agreement which they are ultimately expected to sign, but in order to make certain that they are entirely familiar with all the documents before submitting their pro- posals, it seems advantageous to send them the complete form. This is particularly true in the case of initial invitations for bids to new contractors. A suggestion to embody a clause covering the use of spirituous liquors on the work has been made. This, in the opinion of the Committee, should not be made an obligation of the party to the contract. Certain localities of the country and workmen of certain trades demand that the use of spirituous liquors be permitted on the work. It is suggested that no clause of this sort be embodied in this form but, of course, if the Owner so desires, a clause covering the matter may be included in any contract he may execute. It is understood that the heading, " Specifications for Materials ", is, of course, an essential part of the General Specifications and need not be included in this proposed form. However, it is certainly an advan- tage to any Company to prepare, as far as possible, standard forms and specifications in a printed form and this Committee merely submits the matter on pages 15 and 16 as a suggestion. It will be left to the discretion of various Companies whether or not to include the arbitration clause in the contract. It is the opinion of this Committee and generally of those who have replied to the circular letter, that the arbitration clause may well be omitted. Of course, it should be understood that it always lies within the power of the Engi- neer of the Owner, that, if any case in dispute cannot be settled ami- cably without going to Court, arbitration may be suggested, it being the intent of the Committee not to include any clause in this form which may invite arbitration. There are certainly many contractors with whom the Owner is unfortunate at times to become involved who will dispute work to be done at every possible opportunity and, from experi- ence, in some cases there would be a board of arbitration sitting con- tinually. It is also recommended that the second paragraph of the agreement portion of the contract be modified as follows: " and in all respect according to the drawings hereto annexed, marked for identi- fication by the signatures of the parties hereto or otherwise, or herein described " This recommendation is made so that in case of a large contract the executives of a Company need not necessarily 558 Engineering Association sign each drawing, provided the drawings are marked for identification in some other manner by both parties. The General Specifications and Form of Contract for Railway Struc- tures is again presented in accordance with the above recommendations and this Committee now has no hesitancy in submitting the form for adoption as a Recommended Specification and Form of Contract. GENERAL SPECIFICATIONS AND FORM OF CONTRACT FOR RAILWAY STRUCTURES Proposal Sheet All Contractors, in estimating on the work hereinafter described, shall be required to submit proposals as follows, and they shall, before submitting said proposals, thoroughly familiarize themselves with the site, grades and the nature and amount of all work that is to be executed, and likewise all Locarl Laws, Ordinances, or regulations appertaining thereto. Any assertion that there was any misunder- standing in regard to the nature or amount of work to be done will not be considered. Here desciibe how the proposal is to be made, lump sum, alternates, etc, All Plans and Specifications shall be returned (marked for identi- fication), with proposals or same will not be considered. The owner reserves the right to accept or reject any or all proposals submitted. Lump sum proposals shall be submitted as above stated, also the following unit prices for additions to or omissions from the work to be contracted for, shall be submitted with proposal, or same will be considered void: Heie state the seveial items for which unit prices are desired. Also, all other unit prices required for the various work specified or shown on plans shall be furnished to the Engineer upon his request. It being understood that the above unit prices shall be based upon the various classes of work as herein specified, and shall conform to same in every respect. All proposals for the work shall be submitted at the office of not later than twelve o'clock noon, 19- Report of Committee on Buildings and Structures 559 CONTRACT This agreement made this day of in the Year of Our Lord, one thousand nine hundred and (19...) between (hereinafter called Contractor) party of the first part, and Company, a corporation of the State of (hereinafter called Owner) party of the second part; Witnesseth : That the said parties hereto have mutually bargained and agreed, and by these presents do mutually bargain and agree to keep, observe and perform all and singular, the stipulations, undertak- ings and agreements hereinafter specified; each party agreeing as to the matters and things said party is to do. First. — Owner proposes to have built and constructed for its use and purposes Insert title, description of the work as used in General Conditions, Specifications and upon drawings, situated at in the State of Second. — The Contractor is to furnish all the material, apparatus, scaffolding, utensils and transportation of every description and do all the labor and everything required for said work in the construction and completion of the work described in the First Paragraph and in all respects according to the drawings hereto annexed identified by the signature of the parties hereto or herein described, and the follow- ing requirements, general conditions and specifications, annexed to and forming a part of this agreement. Third. — Said Contractor is to commence work herein required and complete the same on or before the day of in the Year of Our Lord, one thou- sand nine hundred and (19...). Fourth. — The time for the full performance and completion of the contract is a matter of essential importance to the said Owner and required by it in its business, and upon which various enterprises and transactions are dependent, and it has been bargained and agreed by and between it and the said Contractor that any delay beyond the time herein specified rfor the completion of the work herein contracted to be done by the said Contractor will cost the said Owner a sum of per day; and it is therefore expressly agreed in consideration thereof, that from the balance of the sum owing said Contractor upon the completion of this contract, there shall be retained 560 Engineering Association by said Owner as and for compensation for such delay a sum of dollars for each day in excess and beyond the time herein limited ; provided, however, that if said Contractor shall finish and complete said work on or before the day of next, said Owner shall and will pay said Contractor an additional sum to said contract price equal to dollars for each day before said limited time the same is finished as aforesaid. Fifth. — All work to be done and material furnished under this agreement shall be subject to the inspection of and performed to the entire satisfaction of the duly appointed Engineer of the Owner (hereinafter called Engineer), and no money shall at any time be- come payable in pursuance of this agreement until a certificate shall have been given by said Engineer to the effect that said Contractor is entitled to such payment under the provisions of this agreement. It is understood that the said Engineer may act herein by his duly appointed Assistant or Representative. Sixth. — Said Owner is to pay said Contractor for the said work in the installments and manner hereinafter specified, Here insert the amount of contract sum, and agreed upon unit prices for additions and omissions, if any. Seventh. — The Owner shall pay to the said Contractor the said sum so specified in manner following, that is to say : Within days after the close of any calendar month an approximate estimate shall be made by the Engineer of the said Owner of all the work per- formed and the material furnished for said months, and the amount thereof based upon the said contract price less per cent, to be forthwith paid to the said Contractor; and within after the final completion of all the work to the entire satisfaction of the said Owner, the balance owing to said Contractor shall be paid to said Contractor in cash. Eighth. — This agreement, the general conditions of the contract, the specifications and the drawings are intended to fully cooperate and complement each other; and the Contractor hereby represents that prior to the execution of this Agreement he has examined in detail on the ground the location mentioned herein and indicated on the draw- ings, and that he has fully examined the drawings and has read each and every clause and section of this agreement; the general conditions of the contract, and the specifications and has had full opportunity to consider the same and all other matters which can in any way affect the work under this agreement and make necessary investigations Report of Committee on Buildings and Structures 561 relating thereto and he agrees that he will not make any claim for, or have any right to damages or an extension of time for completion of the work, or any other concession, because of any misinterpretation or misunderstanding of this agreement, the general conditions of the contract, the specifications or of the drawings, or because of any lack of information. All work that may be called for in the specifications and not shown on the plans, or shown on the plans and not called for in the specifi- cations, shall be executed and furnished by the Contractor as if described in both these ways ; and should any work or material be required which is not denoted in the specifications or plans, either directly or indirectly, but which is nevertheless necessary for the proper carrying out of the intent thereof, the Contractor is to under- stand the same to be implied and required and shall perform all . such work and furnish any such material as fully as if they were particularly delineated or described. And to the faithful performance and fulfillment of all and singular the above mentioned stipulations, undertakings and agreements, said parties hereto do hereby bind and oblige themselves and their legal representatives each of the other and the legal representative of such other. In witness whereof, the said parties have caused these Presents to be properly executed on behalf of each; dated the day and year first above written. (Party of the first part) COMPANY By President ATTEST : Secretary. (Party of the second part) COMPANY, By President. attest : Secretary. general conditions of contract work complete: I. These General Conditions and specifications are intended to em- brace the entire work complete and ready for use, and all the work included in any contract that may be made for the construction oi same, whether for the whole or a part of the work, shall be governed by these General Conditions and specifications. These General Con- ditions apply to each and every department or branch of the work. 562 Engineering Association CONTRACT DRAWINGS : 2. The following drawings shall be considered as forming a part of the contract : No. of Drawing Title (Latest date on Drawing) ADDITIONAL DRAWINGS : 3. Additional detail and working drawings will be furnished in exemplification of the foregoing from time to time as they may be required ; and it is distinctly understood and agreed that all such additional drawings shall be considered as virtually embraced within and forming a part of the contract. WORKING AND SHOP DRAWINGS : 4. The Contractor shall make all working or shop drawings which may be required in addition to the contract drawings, or in addition to such other drawings as the Engineer may issue in amplification of such contract drawings, as explained above. All working or shop drawings shall be submitted in duplicate to the Engineer for his approval, which approval shall be indicated by his countersigning one set of such working or shop drawings and returning the same to the Contractor. Should the working or shop drawings not be approved by the Engineer then the Engineer shall return one set of such working or shop drawings with the necessary correction and changes indicated thereon ; and the Contractor must make such corrections and changes, and again submit drawings in duplicate for the approval of the Engineer; and no work called for by said working or shop drawings shall be done until the approval of the Engineer be obtained, which must be given or refused within twenty (20) working days after delivery to him at his office of such drawings in duplicate. Immediately upon final approval of such working or shop drawings by the Engineer, the Contractor shall furnish the Engineer with four additional copies of such approved drawings. INTERPRETATION OF DRAWINGS : 5. Where discrepancies or omissions occur in drawings or explana- tions are required the matter shall be referred to the Engineer for final interpretation before proceeding with the work. COMPLIANCE WITH LAW : 6. The Contractor shall familiarize himself with, and comply with all the City, Local, Special or State Ordinances, Laws or Regulations, in relation to the work, and all such Ordinances, Laws and Regulations shall be considered as forming a part of these General Conditions. Report of Committee on Buildings and Structures 563 PATENT RIGHTS : 7. In the event of any suit or suits being brought against the Owner .for the infringement of any letters patent of the United States by reason of the use of any invention, device, design, or apparatus fur- nished under the terms of this agreement the Contractor agrees that he will protect, indemnify and save harmless the Owner from and against all cost, damage, loss or expense which the Owner may incur or undergo by reason thereof. bond : 8. Said Contractor further agrees that at the time of the execution and delivery of this agreement and before the taking effect of the same the said Contractor shall and will furnish and cause to be made, executed and delivered to the said Owner his bond or bonds in the sum of dollars with sufficient surety satisfactory to said Owner conditioned for the faithful performance and carrying out to the perfect satisfaction of said Owner of all the stipulations, under- takings, contracts and agreements herein contained, and to indemnify, protect and save harmless the Owner from any and all damages, demands, costs or expenses incurred for or on account of or by reason of any liens, claims or demands whatsoever, either for material or from laborers, mechanics or others, or from any suit, action, claim, demand or damage arising from accidents including death to any person or persons whether employed upon said work or not; or from any injury or damage to any person or property occasioned by said Con- tractor or person acting for or under said Contractor; so that the said Owner shall and will be saved and forever held harmless from, by reason or on account of anything done or permitted to be done by said Contractor, or any person or persons acting for said Contractor, or any matter or thing which may be improperly omitted to be done under said Contractor, by any person or persons acting for said Con- tractor. DEFECTIVE WORK AND MATERIAL : 9. The Contractor shall immediately take away and remove any material deemed defective by the Engineer which has been furnished for use in the performance of said work; either before or after such material is put in place, and shall furnish in the place and stead thereof, suitable material; and shall in like manner do over in a proper and satisfactory manner any work which in the opinion of the Engineer was imperfectly done, notwithstanding that such work and materials may have been previously overlooked by the Engineer and accepted or estimated for payment. Notice as to such material or such work from the Engineer of the said Owner specifying wherein the defect, improper or unsatisfactory material or work consists shall be deemed sufficient notice to said Contractor. The expense necessarily incurred due to any such requirements herein stated shall be borne solely by the said Contractor. 564 Engineering Association changes : 10. In case the said Owner shall desire any changes in either the work or material, it shall be at liberty to have the same made, and said Contractor does hereby agree to make such changes. Such changes shall only be on the written order of the Engineer of the said Owner; and if the same involve any additional time, material or labor, such order shall so state the same and the amount of cost to be paid there- for in addition to the aforesaid contract price; also the extension of the time limit to be allowed for the completion of the entire contract shall be so stated in said order; and should the same require any less time, material or labor the same shall in like manner be specified in said order and the amount of payment to be abated therefor from the said contract price shall be likewise therein specified; also the deduction from the time limit set for the completion of the entire contract shall be likewise so stated in said order. All additions to, or deductions from, the contract price shall be in the same ratio as the work added or subtracted bears to the entire work embraced in the contract. The price for such work to be used in computing the sum to be added to or deducted from the contract price, as the case may be, shall be determined at the discretion of the Engineer, by one or more of the following ways : A. By estimate and acceptance of a lump sum price. B. By unit prices stated in the contract or subsequently agreed upon. C. By cost and percentage or by cost and a fixed sum. If the Contractor shall decline or fail to perform such work or furnish such extra material as authorized by the Engineer in writing, as aforesaid, the Owner may then arrange for the performance of the work in any manner it may see fit, the same as if this agreement had not been executed, and the Contractor shall not interfere with such performance of the work. UNAVOIDABLE DELAYS '. 11. It is further agreed and understood by and between the parties hereto, that in case delay be occasioned the said Contractor from strikes of workmen, lock-outs in the shops where the material is produced, or strikes upon the railroads interfering with the trans- portation of materials; or delay occasioned by flood, fire or disaster, then and in every such case the delay incident to said strikes, lock- outs, flood, fire or disaster, shall be allowed the said Contractor and not included as a part of the time in which said Contractor is to finish and complete said contract as herein specified. owner's obligation : 12. In case the Owner should fail to furnish any material or thing on its part to be furnished or supplied the said Contractor for the Report of Committee on Buildings and Structures 565 finishing and completing of the said contract, and such failure shall continue after days written notice from said Contractor to said Owner of such failure, that then and in such case the number of days said failure shall continue after the expiration of days after said notice, shall be allowed to the said Contractor as additional time for the completion of said contract. liens : 13. Said Contractor shall and will discharge the said work, material and land whereon the same are erected from any and all lien, claim or demand from any person or persons whomsoever, so that the said Owner shall and may have, possess and enjoy the same, free from any and all liens, claims or demands of any other person or persons whomsoever claiming by, through or under said Contractor. INDEMNITY : 14. The work in every respect shall be at the risk of the Contractor until finished and accepted and said Contractor shall and will indem- nify, protect and save harmless the said Owner from any and all claims, costs, suits, demands, compensation, liability, damages or proceedings whatsoever for or on account of any accident, including death to any person or persons, whether working for the said Con- tractor or otherwise however; and likewise for any claim, suit, demand or damages for or by reason of any injury to the Owner's or adjacent property caused or occasioned by any act or omission of said Con- tractor or persons acting for him. The Contractor shall maintain such liability insurance as will protect him from claims under workmen's compensation acts and from any other claims for damages for personal injury, including death, which may arise from and during operations under this ageeement and contract. Certificates of such insurance shall be filed with the Owner, and shall be subject to its approval. insurance : 15. The Contractor shall from the commencement until the com- pletion and acceptance of the work, maintain insurance jointly in his and the Owner's names in such amount as the Engineer may specify, not exceeding dollars, against all damage by fire or lightning, tornadoes or other causes and shall submit policy to Owner for approval. SUB-CONTRACT : 16. This contract, or any part thereof, on the part of said Contractor shall not be assigned or transferred to any other person or persons whomsoever (except for the delivery of materials), without consent of the Engineer, given in writing. Such consent does not release or relieve the Contractor from any of his obligations and liabilities under this agreement. 566 Engineering Association OTHER CONTRACTORS : 17. Wherever work being done by the Owner's forces or by other Contractors is contiguous to work covered by this agreement, the respective rights of the various interests involved shall be established by the Engineer, to secure the completion of the various portions of the work in general harmony. ORDER OF COMPLETION : 18. The Contractor shall complete any portion or portions of the work in such order of time as the Engineer may require. The Owner shall have the right to take possession of and use any completed or partially completed portions of the work, notwithstanding the time for completing the entire work or such portion may not have expired; but such taking possession and use shall not be deemed an acceptance of the work as taken or used, or any part thereof. If such prior use increases the cost of or delays the work, the Contractor will be entitled to such extra compensation or extension of time, or both, as the Engineer may determine. EXPEDITING WORK : 19. Should the Contractor fail or neglect to furnish either sufficient workmen or material, or both, for the efficient and reasonable per- formance in due time of the work herein provided, and such failure and neglect shall continue for a space of days after the service by the Owner on the Contractor of a written notice, specifying wherein such failure or neglect consists, then and in such case said Owner may take possession of all materials, scaffolding, apparatus and utensils on the premises and supply such workmen or materials, or both, and complete the work and the cost and expense incurred by said Owner therefor may be deducted from any sum due or owing or which there may thereafter become due or owing under this contract, and no money shall be payable to said Contractor until all of said cost and expense is paid and satisfied to said Owner. In case such cost and expense exceeds the, sum due or to become due under this contract, said Contractor will pay said Owner such excess cost in cash. Instead of supplying such workmen or material, or both, said Owner may at its option at the end of said days, give notice in writing to Contractor that the Contractor's right to continue said work on this contract has ended, and said Owner may engage some other person or persons to do the same at the cost and expense of said Contractor, using for that purpose any of said contract price remaining; any cost in excess thereof the said Contractor is to pay said Owner. If there should remain any of said contract price after paying said Owner such cost and expense, it shall be paid to said Contractor. The remedies and provisions herein reserved by the said Owner are in addition to any legal remedies possessed by it, and are to be deemed and taken as cumulative remedies, and not to exclude any other lawful remedies not herein specified. Report of Committee on Buildings and Structures 567 owner's privilege to annul contract : 20. The Owner shall have the right at any time, for reasons which appear good and sufficient to the Owner, to annul this contract upon giving thirty (30) days' notice in writing, to the Contractor, in which event the Contractor shall be entitled to the full amount of the estimate for the work done by him under the terms and conditions of this contract up to the time of such annulment, including the retained percentage. The Contractor shall be reimbursed by the Owner for such expenditures as in the judgment of the Engineer are not other- wise compensated for, and as are required in preparing for and moving to and from the work; the intent being that an equitable settlement shall be made with the Contractor, and the Contractor, if notified to do so by the Owner, shall promptly remove any part or all of his equipment and supplies from the property of the Owner, failing which the Owner shall have the right to remove such equip- ment and supplies at the expense of the Contractor. notice to contractor: 21. Any notice to be given by the Owner to the Contractor under this contract shall be deemed to be served if the same be delivered to any office used by the Contractor, or to his agent or foreman at or near the work, or deposited in the post office, addressed to the Con- tractor at his last known place of business. permits : 22. The Contractor shall obtain and pay for all temporary permits, and shall also pay all inspectors' fees, or any other charges from City, District or State Office. lines and levels : 23. The Contractor shall lay out his work, including all lines and levels required, and shall also locate all openings and shall be responsible for all measurements. During the progress of the work the Owner will give, through the Engineer, to the Contractor, suitable points, marks or benches, indicating the lines and grades of the work, such points or bench marks to be established at such intervals as the Engineer deems necessary for the Contractor to perform his work. The principal lines and grades are to be given by the Engineer. The stakes and marks given by the Engineer shall be carefully preserved by the Contractor, who shall give to the Engineer all necessary as- sistance and facilities for establishing benches and plugs and for making measurements. superintendence : 24. The Contractor shall attend to every part of the work personally, or through a competent superintendent, who must always be kept on the work, and receive instructions in the absence of the Contractor. 568 Engineering Association workmen : 25. Any and all workmen employed on the entire work shall receive the prevailing rate of wages for their work consistent with their trade or occupation, and shall not be required to work more than the standard hours of work agreeable to above, excepting in the case of extraordinary emergency, or where life or property is endangered. The Contractor shall employ only competent, skillful and faithful men to do the work. Whenever the Engineer shall notify the Con- tractor in writing that in his opinion any man on the work is incom- petent, unfaithful or disorderly, such men shall be discharged from the work and shall not again be employed on it. CONNECTIONS WITH OTHER WORK: 26. The Contractor shall consult the Engineer for any work other than that called for in the specifications, or shown on drawings, and shall prepare for and do all cutting and patching up in connection with the installation of same. EASY INSPECTION : 27. The Engineer shall be furnished with every reasonable facility for ascertaining whether the work is in accordance with the require- ments and intention of this contract. REFUSE MATERIALS : 28. The Contractor during the progress of the work and as may be directed by the Engineer, shall remove all refuse materials and rubbish which may accumulate by reason of his work, and on completion shall leave his work clean and whole. ACCEPTANCE OF MATERIALS : 29. It is understood and agreed that the final inspection and accept- ance of the work shall take place at the structure after erection, and that any inspection and acceptance of material and workmanship at mills, shops, or elsewhere, that may be made to facilitate the progress of the work, shall not preclude rejection at the site of the work if the same be found unsuitable. TREES : 30. The Contractor shall properly box and protect against damage all trees and shrubbery that are not deemed necessary to be removed by the Engineer. WATCHMAN : 31. The Contractor shall employ and keep night and Sunday watch- men on the premises from the commencement to completion of the work, and shall also hold himself responsible for the safety of the premises by day and night. Report of Committee on Buildings and Structures 569 ABSENCE OF CONTRACTOR : 32. When the Contractor is absent from any part of the work where it may be necessary to give instructions, orders will be given by the Engineer to, and shall be promptly obeyed by the Superintendent or overseer of the Contractor who may have charge of the particular work in relation to which the orders are given, and a confirmation in writing of such orders will be given to the Contractor by the Engineer if so requested. CARE OF FINISHED WORK : 33. During the progress of construction the Contractor shall protect all work from injury or defacement, and particular care shall be taken of all finished parts, which shall be covered where required for their thorough protection, and same shall be maintained until completion, and should materials or work become damaged, same shall be imme- diately removed, replaced with new materials, and left perfect at completion, and the Contractor shall also furnish temporary heat and light whenever necessary or as directed by the Engineer. office : 34. The Contractor shall furnish and erect, in a substantial manner, a frame office for use of the Owner's Engineers, about The roof and sides shall be weather and water-tight; same shall have long tables at ends, with drawers and cupboards under. The office shall also be provided with necessary heat and light. telephone : 35. The Contractor shall also install a telephone as soon as the work is commenced, and maintain same until completion. fencing : 36. The Contractor shall protect all excavations adjoining property and public places by substantial fencing, and shall maintain same in good condition until ordered to be removed by the Engineer; same shall have sufficient doors in same in order to allow of frequent exits, strongly locked and secured, and with fixed ladders leading to same. The posting of any bills or placards on the fencing will not be per- mitted. Water : 37. The Contractor shall pay all costs or charges in connection with the supply of water to be used for all purposes until the completion of the work to be done and the same shall be ample at all times. CONVENIENCES FOR MEN : 38. Necessary conveniences, properly secluded from public observa- tion, shall be constructed and maintained by the Contractor at his own 570 Engineering Association expense wherever needed for the use of the Contractor's employes, to the satisfaction of the Engineer and the sanitary authorities. ADVERTISEMENT : 39. The Contractor shall not be allowed to place any sign on the premises until same has been approved by the Engineer. SPECIFICATIONS FOR MATERIALS QUALITY : 1. All materials used throughout shall be the best of their respective kinds, unless specified to the contrary, and samples of same shall be submitted whenever requested; also all models, patterns and templates required, and same shall be subject to the inspection and approval Df the Engineer before any work is done or materials ordered. option : 2. When more than one kind of manufacture of a material is speci- fied the option shall be with the Contractor. When one kind or " approved equal " is specified the choice shall be made by the Engineer, who may select an "equal" if requested by the Contractor. cement : 3 SAND : 4. • GRAVEL : BROKEN STONE : Report of Committee on Buildings and Structures 571 pebbles : 7 CRUSHER DUST : 8 .CINDERS : 9 REINFORCING STEEL : 10 STRUCTURAL STEEL: II ETC. Demolition. Excavations, Mortar, Concrete, Masonry, Brick Work, Cut Stone Work, Terra Cotta Work, Iron and Steel Work, Sheet Metal Work, Lumber and Mill Work, Painting and Glazing, Plastering, Roof- ing, Hardware, Plumbing, Heating, Lighting, etc. PROPER PROVISION FOR EXPANSION AND CONTRACTION IN RESTRAINED CONCRETE STRUCTURES The Sub-Committee assigned to this subject feels that, unless some special problems are suggested for future consideration, the matter as reported in the 1915 Proceedings practically exhausts the subject and recommends that further consideration be suspended for the present. The Committee, however, does present some drawings showing a few special problems that have occurred in actual practice and the method of solution. 572 Engineering Association Fig. 10 shows a method of waterproofing either a transverse or longi- tudinal expansion joint on a bridge structure. The success of these joints is believed to be due to placing rolls of plastic waterproof mem- Report of Committee on Buildings and Structures 573 brane in the copper "V" pieces before filling the joints with plastic waterproof compound. The membrane gives the mass more body and allows the use of a softer mastic than otherwise. Fig. 11 shows a method of waterproofing a subway manhole where a sewer or water pipe of necessity passes through the structure and also several special cases of waterproofing expansion joints. 574 Engineering Association Fig. 12 shows a method of waterproofing the bases of iron or steel columns. It is well-known that when concrete or other protection is built up around columns in streets or other1 exposed places, due to changes in grade or from other causes, in order to act as wheel guards or other protection, it is impossible to maintain a tight joint between the concrete and metal due to difference in the co-efficient of expansion Report of Committee on Buildings and Structures 575 of the two materials, with the consequent rapid deterioration of the metal due to inevitable moisture collecting between the two. It so happens that the peculiar properties of some waterproofing compounds, especially that used in the case illustrated, is that the waterproofing material can be made to adhere equally well to both the metal and concrete, consequently positively sealing the opening, no matter how small. Of course, the compound is applied to the steel before pouring the concrete. This makes no difference as it has always been proven that the concrete, when set, has become firmly bonded to the water- proofing compound. The fact that some materials bond to steel and iron has been found to eliminate the annoying troubles sometimes experienced, in keeping steel work painted for appearance or for protection. Two examples illustrate this, one being the case of exposed bottom flanges of a bridge or floor structure and the other being an otherwise non-protected girder or beam. One treatment with waterproofing compound will outlast many coats of paint. OIL HOUSES AND THEIR EQUIPMENT The sub-committee, to which this subject was assigned, has endeav- ored to recommend the design of an oil house that will be most economical and convenient from an operating standpoint, and at the same time, meet with all requirements that may be imposed by municipalities and insurance companies. Building The oil house, as recommended here, may be located at the most convenient point, either inside or outside of the main building. Walls and roof should be fireproof, and of such construction as required by the municipal authorities having jurisdiction, and the national Board of Fire Underwriters. The top of the door sill should be at least six inches above the floor level of the oil house. Windows, if any, should be of wired glass and metal frames, and should not open into the main building. A standard, automatically closing, fire door should protect the doorway, which should be the only opening into the main building. For an inside oil house the ventilator leads to the outside of the main building. In Fig. 13 the oil tanks are above the floor, an arrangement of most simple and inexpensive design. Greater floor space can be secured — as in Fig. 14 — by placing the oil tanks in a pit under the floor. The gasoline tank must be outside of the buildings, and be underground. Attention is called to Fig. 15 which shows an excellent way of arranging the lids and drawoff valves for dip tanks. Fusible links 576 Engineering Association are provided, the releasing of which will automatically close the tank cover and open the drawoff valve, permitting the inflammable contents to gravitate to an underground reservoir which can be arranged to 6asohne Tank I'xtWxl' 16^- Plan Fig. 13. Oil Tanks Above the Floor. Report of Committee on Buildings and Structures 577 save (or dispose of) the contents. Dip tanks may be placed in the oil house, or must be in a fireproof room cut off from the main building. , %L _ Plan Fig. 14. Oil Tanks Under the Floor. 19 578 Engineering Association Fig. 15. Section Dripping Tank. Report of Committee on Buildings and Structures 579 Equipment A list of manufacturers of oil pumps, metal tanks, waste bins and similar apparatus may be obtained from the Secretary, or from the local board of underwriters having jurisdiction. Interior fittings should be of all metal. Respectfully submitted, R. C. Bird, H. E. Funk, C. S. Kimball, James Link, F. F. Low, Wm. Roberts, H. G. Salisbury, H. G. Throop, C. F. Bedwell, Chairman, Committee on Buildings and Structures. Discussion of Report of Committee on Buildings and Structures President Lindall : — The report is now open for dis- cussion. We will open the discussion on the subject, " Designs of Shelters, Bridges, Culverts, Fences, etc." Is there any dis- cussion on that part of the report? If not, the subject, of " General Specifications and Form of Contract " will be open for discussion. Specifications and Form of Contract G. W. Palmer, Jr. : — The company with which I am con- nected, after a great deal of trouble in assembling a form of contract, finally developed a form of contract and specification similar to this proposed form. A number of the clauses as I read them over seem to me to be almost identical in language, as I recall the clauses of our contract. I have not had an opportunity to check this form over with our contract form to see whether or not everything that we cover is covered here, and also that everything that is covered here is also covered in our own specification. The form of contract that we have has been of great value to us, because we have been able to use it for various con- tracts, whether for buildings themselves, underground con- duits, cable work or line construction, in fact, generally. I 58o Engineering Association am sure that if when we were developing our form of contract we have been able to turn to such a form as is here given, and that given in previous proceedings, it certainly would have saved both our engineering and legal departments an immense amount of work. It would have been of great assistance to us. Turning to pages ( 558 to 561), where are given the condi- tions of the contract itself as distinguished from that of the specification, our contract is shorter, and we have included in the specifications a number of the things which are included in this contract form. That is however, a mere matter of choice. The specification is part of the contract, just as if every word of. the specification was written in the contract form. For instance, on page (559), Third and Fourth sections, referring to the contract conditions, and also page (560), "work to be done" and "materials furnished," and page (561), "work called for in specifications not shown on the plans," etc. In our form all of these are included in the specifications. There is one point on page (565) in connection with indemnity insurance, to which I desire to refer. It seems to me to be a rather more logical arrangment if the second paragraph of Sec. 14, under " Indemnity," which relates to insurance, were included in Sec. 15, under the heading " Insurance." How- ever, that is a small matter. Reverting to the contract form, there is one matter which I omitted in my discussion. — at the top of page (558) I see that the Committee has recommended that this size form of con- tract be adopted as the Recommended Specification and Form of Contract, but I do not see anywhere here the action of the Committee on Standards. H. H. Adams :— The matter was not brought up in time for the Committee on Standards to take action. I would like to have an expression from the members present as to their views in regard to putting this matter before the Committee on Standards as a Recommended Specification. It is a ques- tion of policy whether we want to adopt matters of this char- acter and include them among the Standards and Recommendations . It is a very valuable form of contract, but the question is whether we cannot retain the full value of it by having it Report of Committee on Buildings and Structures 581 published in the Engineering Proceedings with a proper ref- erence in the " Index of Related Subjects for Location in Engineering Proceedings " that appears in the back part of the Engineering Manual. G. W. Palmer, Jr. : — May I ask the Chairman of the Com- mittee on Standards whether this matter having come before the Convention first it would not then go to the Committee on Standards afterward? H. H. Adams : — It is a question whether the Committee is submitting this as a definitely Recommended Specification, according to the exact wording of the paragraph. C. F. Bedwell : — That was the intention of the Committee, that it be submitted as a Recommended Specification. H. H. Adams: — I will read the action of the Committee on Standards on this matter when it was submitted to the 1914- 1915 Committee: (see 1915 Engineering Proceedings, page 35I-) Recommendations of Committee on Buildings and Structures: (a) As Recommended Specification: General Specification and Form of Contract for Railway Structures, as shown on page 307. Action of Committee on Standards : Disapproved, inasmuch as it is thought that this Specification and Form of Contract are not suitable for adoption as a Standard or Recommendation." C. F. Bedwell : — I do not altogether recall the views of the Committee on Standards when they disapproved this specification. I do not believe that discussion brought out the fact that inasmuch as this specification had not been sub- mitted to the various Member Companies for comment, that it should first be done. The Committee on Standards took no further action in the matter, and as a consequence, the Execu- tive Committee asked the Committee on Buildings and Struc- tures to send out the form broadcast and ask for opinions and criticisms. It occurs to me that certainly a form of contract and general specifications could be adopted by this Association. The American Institute of Architects have a standard, the Ameri- can Railway Engineering Association have a standard, and 582 Engineering Association possibly some others. The general conditions for this form of contract are not all original. They were taken from the good parts here and there of many forms of contract, and we be- lieve that altogether it is a very excellent guide. We do not expect anybody to use it in its entirety, although one Company does, and some others have practically the same clauses embodied in their standard forms. So far as the form of procedure is concerned with reference to not putting it into the Engineering Manual, that might be all very well if everybody had the Proceedings of the year in which it was published, or if everybody would take the trouble to hunt it up. The Engineering Manual, as I under- stand, is the guide, and if this form is good enough to be a guide for us, it should be in the Engineering Manual. President Lindall : — The Chair would ask Mr. Adams if the objection to putting this recommendation among the Standards in the Engineering Manual is on account of expense, filling up the Engineering Manual, or for other reasons ? H. H. Adams : — From the viewpoint of the Committee on Standards it was a question of policy, whether it is desirable to have submitted for the action of the Association such a recommendation for consideration as a Standard. In matters of this character the question of the advisability of printing the same under " Miscellaneous Methods and Practices " has also not been brought up. This seems to be of great value from that standpoint, rather than as a Recommendation or a Standard, and I believe it would be better for the Association to consider the advisability of printing the same in the Engi- neering Manual under " Miscellaneous Methods and Prac- tices." This would make it available for the use of Member Companies and be just as desirable in that form as it would be as a Recommendation or as a standard. President Lindall : — As I understand it, it is your thought that it should be put in the Engineering Manual under " Mis- cellaneous Methods and Practices ? " H. H. Adams : — The Acting Secretary advises me that in its past form it is now in the Engineering Manual under " Miscel- laneous Methods and Practices," and that being the case, it Report of Committee on Buildings and Structures 583 would be desirable to consider it in that form in its revised state, and in order to bring the question before you, Mr. Chair- man, I move that the Recommendation of the Committee as to approving this as a recommendation be disapproved and that the General Specification and Form of Contract for Railway Structures be printed in the Engineering Manual under " Miscellaneous Methods and Practices." (The motion was duly second, stated and carried.) President Lindall : — Is there any further discussion on this subject, " General Specification and Form of Contract"? If not, we will proceed to the next subject which is " Proper Provision for Expansion and Contraction in Restrained Con- crete Structures." Is there any discussion on that subject? If not, we will proceed to the next subject, " Oil Houses and their Equipment." Is there any- discussion on that subject? H. H. Adams: — The report of the Committee on this matter has been very thorough, and it is hardly likely in view of the thoroughness with which the Committee has covered this matter that we will get much discussion. If there is no further discussion, I move the acceptance of the Committee's report, together with the thanks of the Association to the Committee for the valuable report submitted. Oil Houses L. C. Datz : — What has been done about Subject No. 6? C. F. Bedwell : — Nothing was done by the Committee on Buildings and Structures in the matter of consideration of the Tentative Safety Code of the U. S. Bureau of Standards. President Lindall : — Does the Chairman of the Commit- tee wish to add anything further in closing? C. F. Bedwell : — Not particularly. As to the Oil House, there is nothing especially new in the design or layout of it. I can say, however, that a great many companies wrould save considerable money in both the saving in oil and insurance rates if they would modernize their equipment. The installa- tion of the tanks and pumps is not an expensive matter and I do not hesitate to say that the cost of installation of modern oil tanks could easily be saved by eliminating the waste of oil. 584 Engineering Association President Lindall : — Is there any further discussion ? (Mr. Adams' motion was then put to vote and carried.) President Lindall : — We will now take up the next busi- ness, which is the Report of the Committee on Heavy Electric Traction, which will be presented by Mr. E. R. Hill, Chairman. E, R. Hill: — The Committee feels while the subject of Heavy Electric Traction is an important one and we trust a growing one — and certainly if the predictions of Mr. Sprague yesterday come true, it will be in the future, espe- cially on steam roads — yet the Committee finds they do not have a very elaborate report to present, and if the Committee's ideas, of what the Association expects of it in this direction are correct, it is probable that we shall not go into a lot of miscellaneous matters which properly come within the scope of the work of other Committees, but rather deal with the more important matters of standards and possibly also keep the Association posted as to the trend of good practice in heavy traction lines. Mr. Hill then presented the report in abstract. REPORT OF THE COMMITTEE ON HEAVY ELECTRIC TRACTION To the American Electric Railway Engineering Association: Gentlemen.- — The Committee has taken up this year the subjects assigned to it by the Executive Committee which include the following: (a) Review of the Association's Existing Standards and Recom- mendations with special reference to change in designing line for equipment shown on standard clearance diagram for third rail working conductors. (b) Consideration of Standardization Rules of the A. I. E. E. in so far as they apply to the work of this Committee. (c) Cooperation with the Committee on Block Signals and Power Distribution in preparing clearance diagram for block signals. (d) Consideration of the Tentative Safety Code of the United States Bureau of Standards in so far as it applies to the work of this Committee. 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Charles City Western Railway Chicago City Railway Chicago, Milwaukee X St. Paul Railway Chicago, North Shore & Milwaukee Railroad Claremont Railway & Lighting Co Clinton, Davenport X- Muscatine Railway Commonwealth Edison Co Detroit United Railway Guelph Radial Ratlway Hagerstown & Frederick Railway . Harlan & Hollingsworth Corp Havana Central Railroad Hoboken Shore Road 586 (c) -Eooh motor operating or Freight X- Swi'chillg Freight . . . Switching Freight