BRADY BRASS CO. MANUFACTURERS Of CYPRUS BRONZE FOR LOCOMOTIVE and CAR BEARING USE ENGINE CASTINGS BABBITT METALS JOURNAL BEARINGS MOTOR BEARINGS General Office 8? Work., ‘eg’. 1 ,® | F?f”en*h‘ JerSey City * N - DANIEL M. BRADY, President OFFICIAL PROCEEDINGS OF THE VOL. XXIII No. 6 91*00 per year 15c. per copy new VorK Railroad Club. Entered a* 8econd Class Matter, July l"th, 1904, at toe Post Office at New York, N.Y., under the Art of Congress o f March 3rd 1879 MEETING OF APRIL 18, 1013. Subject: “The Administration of The State Railways of Prussia-Hesse” GALENA-SIGNAL OIL COMPANY FRANKLIN, PENNA. Sole Manufacturers of the celebrated Galena COACH, ENGINE and CAR OILS and Sibley’s PERFECTION VALVE and SIGNAL OILS. Guarantee cost per thousand miles, for from one to five years, when conditions warrant it. Maintain Expert Department, which is an organisation of skilled railway mechanics of wide and varied experience. Service of Experts furnished free of charge to patrons interested in the economical use of oils. Please write home office for further particulars. Street Railway Lubrication a Specialty. CHARLES MILLER, President. SAFETY 990 Old Colony Building CHICAGO ITS 84 William Street NEW YORK Reinforced Corrugated Asbestos Roofing and Sheathing w o~ paint no rust ASBESTOS “CENTURY” SHEATHING AND SHINGLES ' \ " T \ J ;„ 0 0 ° J K. & M. 85% MAGNESIA SECTIONAL LOCOMOTIVE LAGGING KVERLASTINQ FRANKLIN MANUFACTURING CO., - FP AN KL IN PA. Gold Car Heating Lighting Co. Whitehall Building* 17 Battery Place, New York Manufacturers of HEATING, LIGHTING and VENTILATING APPARATUS FOR RAILW AY CARS MAGNUS METAL Journal Bearings MAGNUS METAL COMPANY H. H. MB WITT PmMeat to BRADY METAL COMPACT 111 BROADWAY NEW YORK C. M. HEWITT VtM-Prmftdent THE WESTERN AIR DUMP CARS (Built in 12, 16, 20 and 30 yard sizes) Hold all Records for DUMP GAR EFFICIENCY In these cars are combined all the celebrated Western features, such as the invaluable loose hinge connection, the steep dumping angle, automatic pivoted side boards, malleable castings, patented automatic air dumping device, etc. Features rha t make them ideal dump cars for main line work. Outlast any other type of dump cars and have no equal for rapidity and economy of operation. Other cars described in our catalog. Write for it. WESTERN WHEELED SCRAPER COMPANY MAIN OFFICE, AURORA, ILL. Fulton Bide., Hudson Terminal, 50 Church St., N. Y. City. JENKINS BROS. VALVES When you make out your requisitions, do you specify “Jenkins” or “Jenkins Bros.” Valves? Are you aware of the difference, so there can be no substitution? Do you know why it is easier and more economical to maintain satisfactory service with the Jenkins Bros. Valves, fitted with renewable discs, than ordinary metal seated valves? These points are explained in our handy booklet entitled — “Facts about Jenkins Bros. Valves.” May we send you a copy? A postal request will bring it by return mail. JENKINS BROS. NEW YORK BOSTON PHILADELPHIA CHICAGO DIXON'S AIR BRAKE GRAPHITE GRAPHITE PIPE JOINT COMPOUND SILICA-GRAPHITE PAINT Three Dixon Products recognized as R. R. standards Literature and samples sent on request Manufactured only by Joseph Dixon Crucible Company, Jersey City, N. J. Established 1827 of the Dew York Railroad Club Published for every month, except July, August and September, by the New York Railroad Club, Harry D. Vought, Secretary 95 Liberty St., New York City. $1.00 Per Year. i - Cents per Copy. vol.xxiii. New York, N. Y., May, 1913 no. 6 . OFFICERS, 1912-1913 President, E. CHAMBERLIN, Mgr. Equip’t. Clearing House N. Y. Central Lines First Vice-President. GEORGE W. WILDIN, M.S., N. Y„ N. H.&H. R.R. Second Vice-President, C. W. HUNTINGTON, G.S..C. R.R. of N.J. Third Vice-President, FREDERICK C. SYZE, T. M., B. & O. R. R., St. George, S. I. Treasurer, R. M. DIXON, Pres., Safety Car Heating and Lighting Co. Secretary, HARRY D. VOUGHT, 95 Liberty Street. Executive Members, - JAMES MILLIKEN, S. M. P., P. B. & W. R. R., Wilmington, Del. (2 years) BURTON. P. FLORY, 5. M. P., N. Y., O. & W. R. R. Middletown, N. Y. (3 years) Finance Committee, CHARLES SHULTS, Coatesville Rolling Mills Co. (1 year) B. A. HEGEMAN, Jr. Pres., U. S. Metal & Mfg. Co. 12 years). SAMUEL G. ALLEN, V.-P., Franklin Railway Supply Co. (3 years) A. E. Mitchell. H. H. Vreeland. J. F. Deems. W. G. Besler. H. S. Hayward. Frank Hedley. Past Presidents. Attention of members is especially called to the library of 50,000 volumes and 400 current technical periodicals, in the Engineering Societies’ Building, No. 29 West 39th Street, which is open to all from 9 a. m. to 9 p. m., except Sundays and holidays. Special privileges will be accorded on presentation of your membership card SS'O'T Digitized by the Internet Archive in 2017 with funding from University of Illinois Urbana-Champaign Alternates https://archive.org/details/administrationofOOcunn PROCEEDINGS OF THE NEW YORK RAILROAD CLUB at meeting held at the Engineering Societies’ Building, 29 West 39th Street, New York City, Friday, April 18, 19i3. The meeting was called to order by the President, Mr. Eugene Chamber¬ lin, at 8.30 P. M. The names of those who registered in attendance are as follows: Adamson, G. W. Armstrong, J. R. C. Arter, W. D. Adams, H. H. Abel, G. T. Barnett, Stephen D. Bevan, Thos. D. Baumbush, A. J. Best, W. N. Black, Robt. Brower, R. M. Boucher, William H. Banks, W. C. Brady, Daniel M. Beach, J. W. Bernard, R. Brangs, P. H. Baush, T. V. Boyer, Warren L. Brown, Geo. J. Barry, Frank J. Bauman, John H. Barbey, F. A. Basford, G. M. Byrns, Robert Brazee, F. O. Conroy, Jas. Chambers, C. E. Cloke, George Coon, C. J. Cunningham, W. J. Coote, J. M. Campbell, John D. Cooke, D. E. Curren, G. W. Chamberlin, W. Cherry, J. M. Carr, E. T, M. Coleman, Jilson J. Cotton, W. A. Cooper, R. S. Curtis, Elliott Campbell, N. A. Chase, C. P. Chamberlin, Eugene Deems, E. M. Dellert, W. H. Donecker, H. C. Dressel, F. W. Damon, Wm. H. Del Mar, Wm. A. Davidson, J. Edgar Dewson, E. H. Drew, Frank Droege, J. A. Demarest, G. L. Davis, E. G. Distelhurst, H. D. Dakin, A. H., Jr. Davis, E. W. Donovan, William J. Dayton, George E. Ellicott, C. R. Ellicott, J. R. Estabrook, W. H. Eliot, H. H. Estey, S. J. Eltz, Baron P. von Foss, Chas. W. Flory, Burton P. Fowler, Geo. L. Green, F. L. Grant, H. L. Gandolfo, J. H. Geiger, Arthur W. Gemunder, Arthur Gardner, G. C., Jr. Gassaway, F. S. Garland, N. M. Gray, H. A. Gernert, H. Gannon, M. F. Gillies, Wm. H. Hilferty, C. D. Hunpertovel, H. L. Hegeman, H. A. Hults, John H. 3122 Henkel, C. C. Harper,- B. Hedley, Frank Hessenbruch, G. E. Hartough, E. W. Haring, G. E. Hoskinson, H. S. Harwood, Geo. A. Hulse, Geo. E. Hine, Charles Hurlbut, B. E. Hickey, Charles A. Hulme, J. W. Hayes, Ross F. Hedley, E. M. Hickerson, G. A. Hutchinson, E. D. Hammett, H. G. Hope, W. C. Higgins, S. Huntington, C. W. Isham, H. S. Illig, Louis J. Jones, W. F. Johnson, A. R. Jones, P. T. Keenan, C. E. Killeen, G. C. Ketcham, F. O. Keller, Joseph Keiser, C. B. Kent, F. S. Kay, A. J. Kennan, C. E. Kemp, C. G. Kaylor, W. G. Kelleher, Edmund Karel, Frederick Klumpp, C. S. Lillis, De F. Leach, C. E. Lewis, K. R. Lochamer, Fred A. Lange, T. F. Leslie, S. Inglis Latey, H. N. Litchfield, N. Lewis, Arthur S. Lawsing, Dr. G. Conde Long, Robert Lingeman, H. B. Locke, A. V. McCracken, Jno. T. McCoy, W. K. McCuen, C. F. McCoy, C. I. McGough, S. J. McClintock, Jno. D. McGinness, H. S. McGloin, Maxwell McManus, Thos. F. McCleary, James T. Miller, B. E. Munson, C. E. Melvin, Chas. G. Munsell, H. A. Malette, W. C. Munshull, P. H. Montgomery, Hugh Murphy, J. D. Mason, E. R. Musier, E. M. Martin, C. W. Martin, Samuel Milliken, J. Maxfield, H. H. Moon, R. F. Mitchell, Philip J. Marble, J. E. Morris, J. M., Jr. Melville, L. B. Molineux, L. E. Morse, Frank L. Meek, J. E. Meredith, J. W. Myers, C. F. Moore, A. C. Nelson, G. A. Neale, F. A. Newell, H. A. Nicol, George A. Norris, J. B. O’Brien, Osmond P. Oatley, H. B. O’Connor, Philip J. Olds, Fred L. Palmer, L. H. Parsons, R. H. Pierce, Chas. F. Potter, R. R. Partington, James Paxson, Atwood Price, Geo. A. Quigg, H. J. Quigg, E. A. Romaine, C. Rink, Geo. W. Robbins, A. E. Rogers, J. H. Rumney, W. H. Reid, John Reid, J. J. Robbins, Miller Roberts, G. H. Rhodes, M. Robinson, D. E. Rhodes, R. S. Regan, J. H. Robinson, John R. Reynard, H. J. Stoddard, G. C. Smith, F. G. Sweeley, E. H. Shipman, A. J. Sachs, S. Smith, F. H. Soltan, F. W. Spedell, G. M., Jr. Smith, P. W. J. Shults, Charles Shaughnessy, T. H. Strait, W. G. See, P. V. Slenker, C. A. Sharp, E. W. Smith, E. B. Strohm, H. C. Stout, J. B. Stevens, R. N. Stevens, D. F. Soper, C. W. 3123 Steel, R. A. Smith, Chas. V. Schrader, J. R. Strong, James B. Snow, W. W. Shults, F. K. Strausse, M. H. Sinclair, J. J. Smith, A. E. Scharwenka, A. V. Strickland, A. H. Stocks, Carl W. Sutton, W. S. Scott, C. W. Simmons, E. A. Syze, Frederick C. Thomas, Richard L. Thurston, J. L. Tomicke, V. G. Toomey, J. J. Toby, S. T. Thompson, H. C. Turner, H. N. Thake, John A. Troxell, J. M. Teufer, J. A., Sr. Thompson, C. F. Usherwood, Geo. B. Vreeland, H. H. Vought, Harry D. Van Beuren, W. B. Wellman, H. C. Wildin, G. W. Weidenmuller, J. W. Willets, A. M. Winship, James G. Weld, E. F. Waitt, Arthur M. Wurtz, Frederick Watres, L. S. Ward, John E. Wood, W. K. Wheeler, Wm. B. Wilkinson, W. H. Wood, R. C. Wilder, C. W. Walker, Chas. H. Wampler, Wm. Weisbrod, J. F. Whiteford, A. M. Wade, E. B. • Weis, F. A. Wilson, J. W. Waterman, G. O. Yardley, C. B., Jr. Young, A. R. Zeller, F. B. Zimmerman, Wm. F. Zoerner, C. E. The PRESIDENT—The meeting will please come to order. If the gentlemen now standing in the rear of the hall will step forward there are a number of seats in front we would like you to occupy. If we can get large, presentable men near to us and where we can look at them frequently, it gives us courage. The roll call will be dispensed with, as it has been provided for by the attendance cards. The reading of the minutes of the meeting of March 21st, 1913, will be omitted, as the proceedings have been printed and distributed to the members. You have probably heard both these remarks many times before. We are about to have them stereotyped. It is our pleasure to announce as the committee on subjects for the en¬ suing year, Mr. R. M. Dixon, Mr. W. G. Besler and Mr. Frank Hedley. We also announce that the committee on the Electrical Night for the ensuing year has been re-appointed and remains as it existed last year. The paper of the evening is by William J. Cunningham, Assistant Pro¬ fessor of Transportation, of Harvard University, and the subject is: “Ad¬ ministration of the State Railways of Prussia-Hesse.” If I did not get that last pronunciation quite right, it is my fault. Mr. Waitt, did it sound properly? Mr. WAITT—That sounded good. That sounded Deutsch. The PRESIDENT—(continuing) Then it affords us pleasure to present Professor Cunningham. (Applause.) PROF. WILLIAM J. CUNNINGHAM—Mr. President and Gentle¬ men of the New York Railroad Club: While I was in Germany last summer 3 I2 4 it was with considerable pleasure that I accepted the invitation of your Com¬ mittee on Subjects to address you, because I appreciate the honor of appear¬ ing before a Club whose contributions on transportation subjects have ranked so highly. The paper as written is of considerable length, and to prevent any mis¬ givings on the part of my audience, I wish to say now that I do not intend to read it in its entirety, but merely to sketch those parts of it which seem to be of the most general interest, assuming that you have looked over the statistics as they appear in the printed advance copy. THE ADMINISTRATION OF THE STATE RAILWAYS OF PRUSSIA-HESSE BY WILLIAM J. CUNNINGHAM »/ The following description of the physical and traffic characteristics of the state-owned railways of Prussia-Hesse, and the comments on their service and operating features, are based on personal observation last summer during a three months’ visit in the principal cities of that country, and a study of the official statistics and other publications relating to the results of the adminis¬ tration of the German transportation system, particularly the returns apply¬ ing to Prussia. Among the various states which together form the German ‘Empire, Prussia is dominant in area, population, wealth and influence. The Prussian railway characteristics, therefore, may be said to be those of Ger¬ many as a whole, for there is but little difference between the railway methods of the different states. Wherever the Prussian railways are referred to in this paper they include as well the railways of Hesse, since the lines of both are operated as a unit under the official designation “the United Prussian and Hessian State Railways.” Railway Mileage of the Empire. Altogether there are about 34,500 miles of state-owned railways, and 2,200 miles of private-owned railways, in Germany. Of the state-owned mileage Prussia has 23,335, or slightly more than two-thirds. Bavaria comes next with 14.1%. Then comes Saxony with 5.1%; then respectively Alsace- Lorraine with 3.6%; Baden with 3.1%; Mecklenburg with 2.0%; and Olden¬ burg with 1.2%. In Prussia-Hesse, the private-owned mileage is 6% of total. The private railways, however, are comparatively unimportant and are con¬ trolled by the government almost as completely as the railways of the states. They are obliged not only to conform to the state traffic regulations but as well to adopt the rules and standards set by the government for the same class of state-owned railways. Q.9.Y©~ 3 I2 5 Historical. Germany was somewhat behind the other nations in the development of her railways. The first steam-operated line was built in Bavaria in 1835, connecting Nuremburg and Furth. This was opened six years after the com¬ pletion of the Liverpool & Manchester Railway in England, and five years subsequent to the construction of the first section of the Baltimore & Ohio Railroad. In the growth of the railway net, Germany lagged behind England and America, but from the first the Germans were more careful of their state interests in the granting of concessions and charters. From the early 40’s provision was made that the state might purchase any railway after the lapse of a stipulated number of years. Private capital was not backward in building lines in the densely popu¬ lated industrial districts. In fact, Prussia had its period of speculation in railway building similar to that which occurred in England in the 40’s and in this country from the 50’s to the 70’s. But it was more difficult there to in¬ duce the capitalists to develop the sparsely settled agricultural districts. About the middle of the century the Prussian government found it necessary to begin railway building itself in order to afford transportation facilities for the Eastern agrarian sections. These lines, as might be expected, were unre- munerative. Practically all of the prosperous railways were in the hands of private owners, while the state was forced to carry the burden of the unprofit¬ able lines. State Ownership. If we may accept as true the statements of the early advocates of state ownership for all of the railways, the greed, selfishness and arbitrariness of the private railway companies were the causes which led to their ultimate absorption by the states. The results, however, were not unprofitable to the shareholders. (1) Widespread complaints crystalized into a common demand for government ownership, and the movement had a peerless leader in Bis¬ marck. The causes of dissatisfaction then remind us of those now advanced so hysterically by those in New England who wish to bring about state owner¬ ship of the Boston & Maine Railroad. In order to summarize the reasons which impelled Germany to give up private ownership, we can hardly do better than to quote from Bismarck’s speeches in Parliament. (1) He protested that the railways must not be al¬ lowed to act the part of Providence and alter the natural laws of supply and demand; they must not be allowed to dominate trade and industry; they must not be allowed to grant preferential treatment and discriminate in favor of the large shipper at the expense of the small trader; they must not be allowed (1) In nearly every case the states paid more for the railways than the sums for which they were capitalized. In Prussia this excess averaged about 8 % over the capitalization. Payments were made in 3%, 3 Yi% and 4% government bonds. (1) Contemporary Review, February, 1907, pp. 174-192. 3126 to overcharge on non-competitive traffic in order to recoup themselves for losses on competitive business; they must not be allowed to grant passes and rebates to the favored few. In brief, the arbitrariness, the egotism, and the discrimination of individuals must be checked. Instead, a policy must be substituted which under state ownership should bring about uniformity of charges, equality of service, protection of public interests, and the establish¬ ment of a just, diligent and able railway administration actuated solely by considerations of the general good of the country. As to the degree of truth in these charges, authorities differ. Undoubt¬ edly there was much cause for complaint. It is more to the point to state that Bismarck carried the day. His plan for nationalization of the railways was carried through—not as he at first advocated, but substantially so. His first proposal called for one Imperial railway system for all Germany, but the jealousies of the other states toward Prussia prevented this centralization. Instead, each state nationalized its own railways and their ownership and administration are kept separate, although regulated and co-ordinated in policy through the Imperial Railway Office, and standardized in practice through voluntary traffic and operating associations. The nationalization bill passed Parliament in 1879, and the gradual purchase of all of the im¬ portant lines extended over a period of 10 years. The state railway net, there¬ fore, was not complete until 1890. Many reasons other than those quoted from Bismarck’s speeches are given as the real object of government ownership. It is commonly believed that military reasons were dominant, that the government in its consistent policy of preparedness for war desired absolute control of all transportation facili¬ ties. No doubt this had weighty consideration, but it is doubtful that this was the all-important reason. Others believe that financial reasons controlled, that the government wished to turn to its own use the profits from operation which the private owners enjoyed. Subsequent developments give color to this assumption, but whenever this phase of the subject was referred to in the early debates, the assurance conveyed by the government was that financial gain was not an object of nationalization. In fact, some of the op¬ ponents of the measure confidently predicted that the government would not be able to operate as efficiently as the private owners, and that the states would lose large sums of money. Taking the view of economists of high stand¬ ing in Germany, it appears that, the real and controlling reason was economic. The object was not to make the railways a means of state power, nor of revenue, but to make them a means of traffic subservient to the economic interests of the nation; to substitute the state for private enterprise as the guardian of the commercial interests of the community. (1) Rate Policies. It is proper to add that when the nationalization project was before Parliament, Bismarck promised substantial reductions in rates. He said that (1) Professor Hermann Schumacher before Royal Economic Society, London, January, 1912. 3 12 7 the government would lower the scale of charges to a level which would just meet operating expenses, take care of renewals and improvements, and make some contribution to a sinking fund for the ultimate retirement of the pur¬ chase bonds. To use the words of von Maybach, the railways were not to be made a “milch cow” to furnish funds for state purposes. These promises, no doubt, were made in good faith, but subsequent political exigencies have caused their repudia¬ tion. Rates have been reduced slightly, but not to the extent promised and ex¬ pected. *The railways of Prussia as now administered, make large profits, and they apparently could afford to place freight rates on a lower basis and still continue to take care of renewals and betterments. They continue to earn a large surplus and every year they turn over a substantial part of it to the state to be used for the general budget. In the year 1910, the net earn¬ ings in Prussia were 6.48% on the capital investment of $114,000 per mile of line (nearly double our average capitalization) and out of $170,000,000 net revenue, $50,000,000 was devoted to other than railway purposes. Without this source of revenue it would be necessary for Prussia either to double its taxation or to cut its budget in half. The patrons of the railways, therefore, particularly the freight shippers, have reason to complain that they are taxed for the benefit of the community at large. As will be pointed out later, freight rates are relatively high, but passenger fares are unusually low. The writer’s observation of railway conditions in Prussia leads him to conclude that the passenger traffic is carried at or below cost, and that practically all of the profit comes from the transportation of freight. Organization. At the head of the railway administration of Prussia, is the Minister of Public Works, who is appointed by and may be removed only by the King. Changes in this office are very infrequent. The Minister and his Councillors correspond roughly to our Board of Directors or Executive Committee and Chairman; but the several Councillors are railway experts, and each devotes his attention to the department in which he has specialized. Co-ordinate with the Minister of Public Works in matters affecting the state budget is the Minister of Finance, but the latter has no other authority in railway affairs. The Ministry deals only with general matters of policy and standards. The active adriiinistration is left to the local directorates, of which there are 21. The distribution of the mileage, and the proportion of main line, branch lines, and narrow gauge lines, is shown in Appendix A. It will be noted that the average mileage per directorate is 1,116. At the head of each directorate is a President, who reports to the Minister of Public Works. The President of a directorate corresponds in a general way to our general manager, but he has control over every department on his division, including not only main¬ tenance and operation but also traffic, accounting, finance, and construction. It will be seen, therefore, that the Prussian operating unit—the directorate— is the highest type of the divisional system of organization. Below the Presi- 3128 dent, however, the organization becomes departmental, and the lines of au¬ thority and responsibility are tightly drawn. The President is surrounded by a group of staff advisors and together they form the directorate. The various line officers report impersonally to the directorate. The Betriebs- inspecteur corresponds to our Superintendent, and the Betriebsingenieure to our Trainmaster. They have jurisdiction over train, station, yard, signal, and maintenance forces. The Maschineninspecteur corresponds roughly to our Master Mechanic, but he does not control the operation of the shops. This function is assumed by the Werkstatteninspecteur or Shop Superinten¬ dent. The functions of our Traffic Manager are assumed by the Verkehrs- inspecteur (Traffic Superintendent). Accounting and financial matters are supervised by Controllers and Cashiers, and construction work comes under the Construction Engineer. The station master, especially at large stations, holds an important position. He is responsible for the work of train and en¬ gine crews, and is virtually the superintendent of all activities within the limits of his station. While the principle of local autonomy in the operating of each directo¬ rate is carefully guarded, it has been found advantageous to concentrate a few functions exclusively in one of the several directorates, the one so selected to act in that particular matter for all other directorates. Besides, there is a Zentralamt (central office) in Berlin, which is rated as a directorate (making 22 in all) and attends to certain specified activities for the system as a whole. For instance, it takes care of the distribution and assignment of rolling stock and its joint use; it attends to the construction and purchase of materials and supplies; it directs and passes upon tests and investigations; and it co-ordi¬ nates the train schedules as between directorates. In some respects the Presi¬ dent of the Zentralamt resembles our Superintendent of Transportaion. but the former has wider jurisdiction, including that of our Purchasing Agent. The principle on which the central directorate was founded is that the Presi¬ dents of the 21 directorates have all they can do to manage their respective territories, and they should not be called upon to assume staff duties such as are involved in the setting of material standards, or in determining by test the relative economies of different methods of operation. Advisory Councils and Voluntary Railway Unions. Associated with the administration are two kinds of advisory or consult¬ ing bodies: (1) advisory councils, local and central, established by law; and (2) voluntary traffic and operating unions. The advisory councils are com¬ posed of representatives of the government, and delegates from boards of trade, industry and agriculture, as well as representatives of the railway ad¬ ministration. The administration is obliged to consult with these advisory councils on all matters affecting rates or public service. They have no actual power to compel the railway administration to accept their recommendations, but, like the findings of the Massachusetts Railroad Commission, their recom- 3I2Q mendations are equivalent to commands. It is beyond the scope of this paper to go into the details of the machinery of regulating freight rates, but it may be noted that changes in rates, classifications, or working rules affect¬ ing the price of transportation, are comparatively infrequent. When such are proposed, either by the administration or by a certain section which would derive benefit therefrom, other interests are almost sure to object. The jealousies of sections usually prevent any tinkering with tariffs, even when the administration might be willing to make a reduction which would benefit certain communities. The Germans tend to apply the principle that a sec¬ tion is entitled to its natural advantages, and the railways usually are pre¬ vented from attempting to offset such advantages by granting preferential treatment to another section which is not so advantageously situated. To illustrate, the German policy would not permit California to compete on equal terms with Florida for the New York fruit market. Florida’s natural advantage in being nearer the New York market would be guarded. It will be seen that under this policy the industries of New England, which depend upon favorable rates for raw materials from the South and West, could not exist. Their cotton mills would have to move to the South. The advisory councils, on the whole, however, are to be commended, both in their negative and positive results. Through them the industrial, agricultural, and trade bodies are the arbiters of their own interests in trans¬ portation, and all persons affected by railway rates and rules of service have an opportunity to be heard before any change can be made in existing tariffs or regulations. Of the voluntary railway associations, the'German Railway Union is the oldest. It had its beginning in 1846, and comprises in its membership the majority of the railways of Germany, Austria-Hungary, Holland. Luxem¬ burg and Roumania, as well as some of the important railways of other Euro¬ pean nations. It deals with working regulations affecting the conveyance of passengers and freight, and the joint use of equipment. In many ways it resembles our American Railway Association. A weekly paper, Zeitung des Vereins Deutscher Eisenbahnverwaltungen, is published under its auspices. The official monthly journal of the German railway administration, Archiv fur Eisenbahnwesen, is published under the authority of the Ministry of Public Works. The German Railway Traffic Association was formed in 1886, and deals with the regulations governing the receipt and dispatch of freight. V Impersonality of Authority. The American railroad man who visits behind the scenes on the Prussian railways is struck by the absolute impersonality of the organization. Au¬ thority flows from the office, and respect is accorded to the office, rather than to the man who happens to fill it. The personality of an official, which is so important here, has practically no play under the Prussian organization. When the writer asked the station master at a large terminal to whom he re- 3i;*o ported, the official replied, “to the directorate.” When further inquiry was made to ascertain if he did not look to some one official when seeking in¬ structions or assistance, he repeated, “No, I address myself to the directo¬ rate.” He did not know, nor did he seem to care, who among the several officials of the directorate acted upon his communication. Letters or instruc¬ tions emanate from the directorate, and may bear the signature of any one of the officials, but in the name of the directorate. Altogether it seems im¬ possible for the personality of an official to stamp itself on the working forces. The office is higher than the man. » Rules and Regulations. As a by-product of bureaucratic management, we find a superabundance of rules. A rule is designed to fit every possible combination of circumstances. Each class of employee has his separate book of regulations. The combined general regulations fill two volumes containing 1,141 large pages. The Finanz-Ordnung (Treasury and Accounting Rules) fill twelve volumes which aggregate nearly 3,000 pages. Besides, there are signal rules, traffic rules, regulations pertaining to the use of rolling stock, and many others. It would take too much time to go into this subject further, but to illustrate the Prus¬ sian fondness for rules, observe the following, which is the third general rule in the Service Regulations for Locomotive Engineers: “It is expected that in the moment of great danger the engineer shall view the situation with presence of mind and determination. He is not al¬ lowed to leave the locomotive until all means at his command for averting or minimizing the danger to the train have been exhausted.” It appeals to us as strange to specify by rule that in an emergency a man shall exercise presence of mind! Discipline. It is well known that practically all of the railway employees of Prussia have served in the army. When they enter the railway ranks from the army, certain credits are allowed for their military service, and certain positions are reserved for army men. This military experience shows its influence on their deportment and discipline in railway service. There is a noticeable orderli¬ ness and precision about everything connected with German railways. In respect for authority and strict observance of the rules, the German railway employee has no superior. The traveler will not fail to notice the red-capped station master standing at attention on the station platform as the train passes through each station. He will also find the senior signalman, gatemen, and other employees connected with train service always in evidence, stand¬ ing like sentries as the train passes. The operating official, while riding over the line, can thus take a census of all employees in positions of responsibility. When he alights at a station his rank is at once recognized. The station master immediately salutes and gives a verbal report of the situation at his 3 I 3 I station. If the official goes into a signal tower, the signalman in charge salutes and reports. If he goes into an engine house, the foreman salutes and gives a brief report of the work in progress. The formation of railway labor unions in Prussia is forbidden by the railway administration. The employees have associations, but inas¬ much as the railway officers are ex-officio members, and take a fairly active part in the proceedings, these associations bear little resemblance to our rail¬ way brotherhoods. Train Accidents. The high order of discipline and rigid observance of rules which follows their system of ample and constant supervision bears fruit in their lemark- able immunity from train accident, and in the small number of passengers and employees killed or injured. Differences in the manner of compiling accident statistics make comparisons with this country difficult. It is possible, however, to make a comparison of injuries in train collisions and derailments, since the classification is the same in both countries and the statistics are made up on the same basis. In 1910, only 2 passengers lost their lives in collisions and derailments on Prussian railways. In that year they handled 1,083,882,279 passengers. In the same year the United States, with ten times the railway mileage, transported 971,683,199 passengers (112 million less than Prussia). But it must be borne in mind that our passengers traveled farther. In Prussia the average passenger journey is 14 miles; here it is 33 miles. Consequently our railways produced more passenger miles although they handled a smaller number of passengers. Looking at it one way, it is fair to the United States to compare injuries to passengers on a basis of pass¬ enger miles. Viewing it from another angle, it may be said that collisions and derailments will tend to vary with the train miles rather than with the number of passengers. We will make the comparison on the two bases: Passengers and Employees Killed and Injured in Collisions and Derailments, 1910. Item Prussia-Hesse United States Passengers carried one mile (millions). 15,688 32,338 Total revenue and non-revenue train miles (thousands) 298,584 1,276,025 Passengers killed in collisions and derailments. 2 127 Passengers injured in collisions and derailments. 349 6,499 Employes killed in collisions and derailments. 13 608 Employees injured in collisions and derailments. 162 5,201 Passenger miles per passenger killed (millions). 7,844 255 Passenger miles per passenger injured (millions). 45 5 Total train miles per pass’r killed (thousands). 149,292 10,048 Total train miles per pass’r injured (thousands). 856 196 Total train miles per employee killed (thousands).. . . 22,968 2,099 Total train miles per employee injured (thousands) .. 1,843 245 3132 Attention is again drawn to the fact that the foregoing tabulation in¬ cludes only the injuries in collisions and derailments. Injuries in other train accidents, falling from moving cars, highway crossing collisions, trespassing fatalities, suicides, etc., are not included in the figures for either country. Those for this country are sufficiently familiar to us. The details for Prussia- Hesse are shown in Appendix B. The small number of accidents to tres¬ passers is noticeable. (1) In Prussia the laws prohibiting trespassing are strictly enforced and the railway right of way is carefully guarded. Those who trespass assume a high risk of arrest, since the tracks are well patrolled. All persons detected are arrested, fined or imprisoned. A passenger who is caught in the attempt to cross the tracks even within station limits is promptly taken before the authorities. Our law makers and judges might well take note of this firm attitude of the Prussian courts and its gratifying results. The fact that 14 trespassers are killed daily on the railways of the United States, (2) although given wide publicity, has thus far made little impression on our city and county authorities. In their selfish and short-sighted policy they continue to condone trespassing and its terrible results. Punishment for Carelessness Causing Accidents. The poor accident showing in this country is largely due to the inherent tendency of the American railroad man to take chances. It is to be hoped that the nation-wide “Safety First” campaign will do something to check this tendency. In Prussia, the railway employee is more deliberate in action, and his military training gives him greater respect for the rules. It may be, too, that the methods there employed to investigate accidents and mete out punishment to the careless, have a direct bearing on their remarkable immunity from casualty. Discipline for infraction of the rules is severe. Guilty employ¬ ees are not only reprimanded, suspended, fined, or dismissed, but in flagrant cases they are imprisoned. In 1910, there were 132 cases of criminal prosecu¬ tion, and 81 employees were given court sentences. For instance, an engineer who disregarded the signals and caused a collision and fatal injury was tried for criminal negligence, convicted, and sentenced to 15 months’ imprisonment. Compensation of Employees. Turning now to the question of salaries and wages, it is interesting to note that in 1910 the average yearly wages of the Prussian railway forces, including all officials as well as workmen, was only $380 per employee. The official statistics show that the average number of “rest days” per month was 3.44 for all employees whose duties require any Sunday work. This gives an average of 324 working days, and an average daily compensation of $1.17. It may be said that this average is faulty because it does not take account of fluctuations in the number of employees. But the total number is reported as of April 1st, a time when the forces should be about normal. The daily average wage for all employees is not shown in the Prussian statistics. The (1) Killed 180; injured 145. (2) In Prussia, one trespasser was killed every second day. 3133 only average of the kind applies to laborers and other employees in the lowest grades of service {die Gehilfen, die Hilfskrafte im untern Dienste, die Hand- werker und Arbeiter im Betriebe der Staatseisenbahnverwaltung) . The highest daily average in that list applies to assistants in the technical service, $1.76. The next highest applies to piece-work men in the shops, $1.17; and the lowest average was received by shop apprentices, 27 cents. The general average for all these classes was 81 cents per day. Another set of statistics shows the average daily wages of shopmen as 11 cents per hour. All these averages, however, do not represent the total income, as they do not include dwelling allowances, premiums for economical use of fuel and supplies, and other small allowances which will be mentioned later. The average of $1.17, based on the yearly wages of all employees, may be said to approximate the actual average received in cash. The writer has not sufficient information to hazard a guess as to how much more should b'e added to that average to allow for the supplementary allowances. He believes, however, that it is within the bounds of reasonable accuracy to say that the gross income of the Prussian employee is just about one-half the average wages of the American railway man. The general average for this country in 1910 is given by the Interstate Commerce Commission as $2.14 per day, excluding officials, but the accu¬ racy of the figure is open to question because of differences in methods employed by different railways in compiling the basic figures. It must be remembered, however, in making comparisons between the two countries, that the cost of living is considerably lower in Prussia, and the purchasing power of the dollar is correspondingly greater. An exact comparison is out of the question. We may illustrate the differences, however, by taking a specific case. The regular wages of all grades of employees, from the Presidents to baggage porters and apprentices, are fixed by the regulations, and are shown in the official publications. An engineer, for instance, begins service as an engineer at regular wages of $333 per year. The rate advances automatically every three years until at the end of 15 years of service as an engineer he reaches the maximum wages of $600. To this are to be added certain supplementary allowances for extra mileage made, and premiums for economy in the use of fuel. These may increase his wages to a maximum of $750, depending, of course, on his fuel economy. Then there is his dwelling allowance, which varies with the locality from $79 to $190 per year. Taking the maximum, his highest possible income would be about $940. The average, of course, would be considerably lower. It remains for us now to equate this amount so as to take account of its additional purchasing power as compared with a similar amount here. As to how much weight should be given to this factor, authori¬ ties differ. From personal observation and inquiries while in Prussia, the writer reached the conclusion that living expenses in Berlin are from 60% to 66% of similar expenses in Boston. If it is taken at the lower percentage, then the Prussian engineer’s maximum income is worth the same as $1,566 in this country, or just about the present average income of the American locomotive engineer. Many of our engineers, however, are paid higher sums, ranging 3 134 from $2,000 to $2,400 per year when working full time. In making this com¬ parison, however, so much depends on the assumptions, particularly as to the purchasing power of money, that the writer wishes to emphasize that the figures are given for pusposes of illustration only and no claim is made that they are exact, except in regard to the regular published scale of wages, to which the allowances are to be added. An examination of the list of salaries, etc., shows that the financial reward for the officials is striking in its moderation. The Presidents of the various directorates receive but $2,900 per year and a free dwelling. The honor and prestige which go with the position are rated high and evidently compensate for the lack of salary. His assistants, in addition to free dwellings, are paid $1,000 for the first three years, and a small amount is added every three years until they reach the maximum of $1,720, after 18 years of service. Locomotive firemen begin service at $285 per year, and after 18 years’ service (if not pro¬ moted) receive the maximum of $430 per year, with the supplementary allow¬ ances already mentioned. The ratio between the wages of firemen and engi¬ neers is not constant, but ranges from 85% in the lowest grade to 68% after 15 years of service in both classes. Attention will later be called to the fact that both engineers and firemen are required in Prussia to perform duties at the engine terminal, which are not required of them in this country. All employees are protected by a generous pension provision and accident and sick benefits, but are required to contribute small sums, according to the wage rate, toward the partial support of the system. The pension and insur¬ ance features are highly regarded by the employees. All men employed in regular capacities are practically assured of their positions for life, and are seldom removed except for violation of important rules or for other serious cause. The following tabulation shows the number of employees, their aggre¬ gate compensation (except dwelling allowances), and their distribution between departments. 313 5 £ - 73 7) w W 5? &0 “ aj P. 00 CN vO © 1 ° ^ W Ov oo 03 aj 00 CN ro to 69 1 69= g s o £ i >1 73 v; a) m 03 t-l 03 Ph 03 '03 ►» o 'a £ W 73 w. £ Jd >> £ o*§ o a. o o vO t'-» bjO a3 o o rt Vh 4j jS ’co o ctS Vh 4-3 O o u a3 Vh 4J o a3 O »d a cfi Vh H 4J o T bi T3 G O 4-3 'd Vh O a Vh ct3 to Vh 43> o H _C Oj 1g O aJ W CO H Tt< > The Prussian roadbed, particularly on the main lines, is well built and well maintained. Steel rail, of design similar to ours, and weighing 91 lbs. per yard is now standard, but the greater part of the mileage still has the lighter rail, averaging between 70 and 75 lbs. per yard. Crushed stone and gravel predominate as ballast, the former being generally used on the important lines. Their standard roadway section for single track main lines calls for a width of 19 ft. across the top of the sub-grade, 9 in. of ballast, and 13 ft. across the top of the ballast. Multiple tracks are spaced 113^ ft. on centers. (1) Tie plates are used on all lines of heavy traffic and screw spikes are standard every¬ where. About 31 % of the mileage is laid with metal ties of the inverted trough type, and practically all wood ties are creosoted. The average spacing of ties is 28 in. from center to center, and their length runs from 9 ft. on main lines to 7 and 8 ft. on branch lines. The use of the metal tie has not become a set¬ tled policy and there is much discussion in Germany as to whether it is really superior to the treated wood tie when all factors are considered Experts are arrayed on both sides of the problem and it is interesting to note how a ques¬ tion of this kind is considered in its bearing on the commerical interests of the nation. Most of the wood ties are imported from northern countries, and the only employment which they furnish to the labor of Germany is in the process of creosoting. Metal ties, on the other hand, are made at home. They fur¬ nish employment to German labor and increase the output of the German steel mills. This is one instance where the economic interests of the state have a play in determining railway policy. Here, our decision would be based entirely on relative cost, life and wearing qualities. As another instance of this character, we cannot fail to notice the provision which is everywhere in evidence for the use of the railways in the event of war. Station, siding and yard facilities at many points, particularly near the frontiers, seem entirely too generous for the regular freight and passenger traffic. The explanation lies in the possible need of these facilities for the handling of troops and military supplies. All freight cars are stencilled to show capacity not only for freight but also for men and horses. It is a matter of common knowledge that a timetable for military operation is ready for use on short notice, and in the event of war, the trains for troops, horses, guns and supplies would take precedence over all other traffic. Passenger Stations. Altogether there are 7,257 passenger stations and “halting points” in Prussia, one for every three miles of line. The passenger stations in the cities, particularly the stations built within the last 15 years, are imposing in design, generous in size and trackage facilities, and well equipped to take care of the needs and comfort of the maximum traffic. The Hamburg main station is a good example. Those at Cologne, Frankfort, Darmstadt and Halle are nota¬ ble. The latest' and the most magnificent, as well as the largest station in Europe, has just been completed in Leipsic at a total cost of upwards of (1) The Prussian car is narrower than the American car. 3139 $40,000,000. It has 22 tracks under one train shed. In Berlin there are sev¬ eral large stations to serve the different lines radiating therefrom, but there is no central or union station. All the Berlin passenger stations are connected by the north and south rings—belt lines which carry an enormous passenger traffic. Conditions on these belt lines, which intersect both the business and residential sections, seem ideal for electric operation, but the service is still steam-operated, although electrification has been under consideration for several years. Hump Yards. In the freight classification yards we find occasional use of the “hump” in switching. A good example is seen at Wustermark, near Berlin. There are separate humps for each direction, and besides the well laid out yards, there is an admirably designed freight transfer station of concrete construction. The light cars are very easily handled over the hump. The writer observed a 48 car train classified in 12 minutes, each cut averaging about two cars. Signals. The frequency of fixed signals and signal cabins is noticeable. All are of the manual or manual control type. The Germans do not take kindly to auto¬ matic signals. They prefer to rely upon the signalman. When asked why they do not consider the adoption of the automatic signal, which has been devel¬ oped here to such a high degree of perfection, they usually turn the conversa¬ tion to train accidents and inquire why it is that America has such an unenvi¬ able record in that respect. The official statistics show that Prussia has 40,916 home signals (1.7 per mile of line) and nearly 15,000 distant signals. There is one interlocking cabin for every 5% miles. Grouping together all signal towers, cabins, and block stations, there is one for every one-half mile of line. On 2,800 miles of line where speed restrictions apply, automatic speed recording devices are installed alongside the track, and the records are carefully checked to insure strict adherance to the rules. Locomotives. The Prussian passenger locomotive on through trains is considerably lighter than ours, but there is not as much difference as is generally supposed. In that class of service the Atlantic and 10-wheel type predominate. A large proportion of all locomotives is of the compound type. Germany is the home of the superheater and nearly all engines are equipped with the device, as well as feed-water heaters, draft regulators, screw reversing gear, and other appliances which are not common here. The interior of the cab, especially in those equipped also with cab signals, seems somewhat complicated to the American observer. The tank locomotive, which is comparatively light, appears to be the favorite in local passenger service. Freight locomotives vary in size, but most of them are little more than half the size of our freight locomotive. With the small freight cars and light grades of the main lines, the length rather than 3 r 4° the weight of the train is the controlling feature, and heavy engines are not needed. In Southern Germany, however, where the grades are heavier, there are many locomotives which in weight and power compare favorably with those of the American consolidation type. In 1910, Prussia had 19,670 locomotives of all kinds. This is an average of 84 locomotives per 100 miles of line. The average for the United States in the same year was 25, but in Group 2 it was 57. The average weight of all Prus¬ sian locomotives, including tenders, was 59 tons. For the United States, the average weight was 73 tons, exclusive of tender. Without knowledge of the weight of the tender, and the proportion of tank locomotives in each country, it is impossible to make an exact comparison, but in the judgment of the writer, it is close to the mark to say that the Prussian passenger locomotive is about two-thirds the size of the American passenger locomotive, and the Prussian freight locomotive about one-half the size of ours. Locomotive Performance Statistics. The cost of maintaining locomotives in Prussia in 1910 averaged 4.8 cents per mile, which indicates commendable efficiency even when due allowance is made for their small size. Failures are infrequent and the locomotives generally have the appearance of being well maintained. The Prussian policy differs from ours in that they expect and obtain a comparatively long life from their locomotives. The average life of all locomotives in 1910 was 10.2 years. One was 40 years old; 10 were 37 years old; 9 were 35 years old; 10 were 33 years old. One quarter of the entire equipment ranged from 10 to 20 years in service; 45% ran from 5 to 10 years; and 22% had an average age of less than 5 years. The average mileage per locomotive in 1910 was 25,600. The same average for this country was approximately 29,100. The Prussian statistics showing the performance of locomotives (and in fact all of their statistics) are remarkably complete. Among other things they give the number of days all locomotives were in service, the per cent, of time in actual use, and the per cent, of time they were in the shops for repairs. They were actually used in train service 32.79% of their time; 18.91% of their time was spent in the shops for repairs; leaving 48.3% of the time when they were idle in or near the engine house. The high proportion of time idle is accounted for by their policy of single crewing. When not single-crewed, it is the general practice to assign one engine to two crews. Enginemen are required to do much of the light running repairs themselves, and on single- crewed engines the fireman is required to report at the engine house two hours in advance of leaving time, in which to kindle the fire and get up steam. At the end of the trip it is his duty to clean the fire and do other work which here is done by the engine house forces. Fuel Economy. Careful attention is paid to fuel economy, and premiums are paid to engine crews for economic results. The writer did not personally secure any detailed statistics on this feature of operation, but the figures given recently 3i4i in the Railway Age Gazette (January 3, 1913) by Mr. H. W. Jacobs, throw light on the subject. Mr. Jacobs compares the performance on a division in Prussia with a division of an American railway with somewhat similar service, with the following results: Class of Service— Passenger. Freight. Switch. POUNDS OF COAL PER LOCOMOTIVE MILE Prussia America . 43.6 93 . 61.6 214 . 44.8 147 In commenting on these figures Mr. Jacobs says: “Engineers and firemen are also carefully trained as to fuel and steam use, and with the assigned engines the men act as if they were footing the fuel bills themselves. This, taken in connection with the eagle-eyed watchfulness of the fuel performance of each train by the railway administrative officials, makes for an astounding degree of efficiency, and is in a large measure respon¬ sible for the comparatively low fuel consumption shown in the figures above quoted. In these figures there is, of course, no indication of the relative amount of work done by the locomotives nor of their size. It may be presumed that the American locomotive would require about twice as much coal as the German locomotive. Even allowing so great a margin, which is high, as the German locomotives are the largest in Europe, the discrepancy in the con¬ sumption in the two cases is very marked, and in view of the millions of dol¬ lars expended annually by every American railroad system for fuel, would seem to warrant a most careful study as to causes and results, combined with an equal thoroughness in applying such practices as would be of benefit to American operating conditions.” Passenger Cars. The passenger cars of Prussia conform to the usual European design of separate compartments. The older type, used exclusively in suburban and local service, has doors on each side of each compartment, and when the train is in motion the only means of communication between cars or between com¬ partments of different classes is by the running board on the outside of the car. This, of course, is used only by the trainmen and by them rarely. Pass¬ engers are not allowed to open the compartment doors except when the train is stopped at station platforms. Practically all cars in through trains, how¬ ever, have end doors only, with narrow vestibules which permit communica¬ tion between cars. All compartments open into a narrow corridor which runs along one side of the car. The windows open downward and are easily opened or closed. First and second class compartments are fitted with drop tables which are convenient for writing, or card playing, or they may be used as lunch tables. The dining-car waiters serve luncheons in the compartments if passengers do not care to go into the dining-car. 3'4* Altogether there are 51,703 passenger, baggage, and mail cars in Prussia, or 222 per 100 miles of line. In Group 2 of the United States the passenger train car density is 52; in the United States as a whole, 20. Of the Prussian equipment 68% have side entrances and 32% have end doors and vestibules. The latter are used almost exclusively in through trains. More than half (54%) of the passenger cars have 3 axles, one under each end of the car and one under the center; 33% have but 2 axles; and the remaining 13% are of the modern type for the best trains and have 4 or 6 axles. Averaging all pass¬ enger train cars, the number of axles per car is 2.72. The older type of 2 or 3 axle car with side doors is very small and weighs about 20 tons. The modern corridor car, with 4 or 6 axles, is 60 ft. long, 93^ ft. wide, and weighs from 45 to 55 tons. The capacity of the car depends upon the classification of the compartments. There are four classes. First-class compartments seat 4 pass¬ engers (2 per seat); second-class, 6 passengers; third-class, 8 passengers. Fourth-class compartments are much larger, but only a limited number of seats are provided for the first comers—the other passengers stand. As a rule, those who stand in fourth-class compartments far outnumber the fortunate few with seats. There is little difference between first- and second-class compartments except in the quality of the seat covering and in the number of passengers per compartment. The seats are of equal length (about 6 ft.). In first-class com¬ partments, therefore, each passenger has about 3 ft. of seat space. Second- class passengers each have 2 ft. of seat space. In both cases the arm rests, which mark the seat divisions, may be pushed up out of the way, and when the compartment is not filled the seat may be used as a sofa. A party of three or four passengers traveling together very frequently have the compartment to themselves. At important stations seats in through trains may be reserved in advance without charge. Each compartment and seat is numbered and the place ticket issued by the reservation clerk gives unquestioned right to the seat reserved. A very few of the cars are exclusively first-class. About 11% are first- and second-class combined. The same percentage combines second- and third- class. Third-class cars comprise 40% of the total, and 29% are fourth-class. The remaining cars have various combinations of classes. First-class compartments correspond with our parlor cars; second-class cars are as comfortable as our best modern coaches; third-class accommoda¬ tions are considerably worse than our poorest and oldest day coach, or per¬ haps a shade better than our colonist car. The seats in third-class cars are not upholstered. With four passengers per seat all occupants are crowded. We have nothing that compares with fourth-class. Very few passengers use first-class compartments. Most of the well-to-do and tourists travel second-class. A traveler who wishes to economize may ride third-class for short distances without much discomfort, if the train is not crowded, but he must be in hard straits indeed to economize by riding in fourth-class cars. Nevertheless, as will be pointed out later, 46 out of every 100 passengers use fourth-class accommodations. 3'43 Dining Cars. All through trains have dining-cars (operated by private companies) in which a generous table d' hote meal may be had for 72 cents, plus the cost of wine, beer, or mineral water which each guest is expected to order. Seats in the dining-car are reserved in advance. The meats, salads, vegetables, etc., are brought in on large platters and each guest helps himself as the platter is placed before him. It can hardly be said that the food is appetizingly served, but what is lacking in that respect is made up in the generosity of the portions allowed and in the variety of the eatables which one may pile on his plate. Sleeping Cars. Sleeping cars, both first- and second-class, are run on the long-distance night trains between important cities. Each compartment has a. lower and upper berth placed across the car. The berths are hardly as comfortable as ours, but they have the advantage of complete privacy. Each compartment has its separate toilet facilities. The European traveler never ceases to marvel at the lack of privacy, or what he often terms the “indecency,” of the American sleeping car. Invalid Cars. Provision is made for invalids by special cars with compartments designed particularly to administer to their comfort. A kitchen is available in which to prepare nourishment. The adjoining compartments, handsomely furnished, are available for the use of attendants and friends. For persons who cannot afford to pay the charge for the special car, compartments are reserved in certain second- and third-class cars. In each case the doors of the compart¬ ments are large enough to admit a stretcher or an invalid chair. Freight Cars. The average capacity of all Prussian freight cars in 1910 was 15.7 tons. Practically all of them have but 2 axles. Only one-third are fitted with brakes of any kind and only a very few of these with air-brakes. (1) Automatic couplers have not been adopted, although used experimentally. The standard box car of Prussia is 26 ft. long and has a capacity of 16.6 tons. Coal cars run in capacity from 22 to 40 tons, but those of the higher capacity are relatively few. The dead weight of the standard box car is 10.7 tons, or 65% of its capacity. It is not to be assumed that Prussia is to be charged with shutting its eyes to the apparent economies in the use of the large capacity car. As a matter of fact, the peculiar conditions of the traffic there (as in England) seriously mini¬ mize the advantageous use of cars of the American type. The distinctively retail character of the freight shipments makes it difficult under present condi¬ tions for shippers to avail themselves of the special rates applying to the car (1) About 86% of passenger cars are fitted with air-brake. 3U4 load minima of 5 and 10 tons, and they are obliged to enlist the services of spediteurs (forwarding agents) who undertake to consolidate the freight of various shippers so as to obtain the car load rates. Small-lot shipments pre¬ dominate, and the immense quantities of bulk freight offered to the railroads of this country are not seen in Prussia. Much of the low-grade freight moves there by river or canal. Another factor which influences freight-car design, and which affords an example of the penalties of standardization, is the axle-load limit, which is set at 31,000 lbs. Prussia is party to the rolling stock agreement between the several European nations which use the freight cars of all subscribers in com¬ mon, much as the railways of the United States make common use of their freight cars. The design of cars for such joint use must necessarily conform to the clearances and track limitations of the weakest link in the chain. Italy happens to be that link, and sets the maximum axle-load for the other systems which are parties to the agreement. The maximum axle-load in the United States is approximately double that of the European railways. This feature, however, does not prevent the use of heavier equipment when confined exclusively to the Prussian rails. They are adding to their heavier equipment each year and are experimenting with cars of the American type. For transporting machinery and heavy guns from the Krupp works at Essen, flat cars of very high capacity are utilized. The largest has 16 axles and has a capacity of 85 tons. Some novelties in design are interesting to the American observer. There are special metal cars with drop covers for carrying lime; special tank cars for milk and beer; and cars divided into compartments for the transportation of live fish. The water in these tank compartments is kept in circulation so that the fish are in good condition when they reach the market. The total number of freight cars of all kinds in Prussia in 1910 was 415,- 797, or 1,782 per 100 miles of line. The freight car density of Group 2 in the same year was 2,168; and for the entire United States, 887. The number of cars, however, is not the true index. Their capacity must be considered. Expressed in tons of capacity per 100 miles of line, Prussia had 28,000; Group 2 had 78,048; and the United States had 31,932. Train Service. Coming now to the subject of train operation, we find that in Prussia the passenger service has four distinct classes. First comes the few deluxe trains which correspond to the excess-fare limited trains of this country. One example is the North Express, which runs daily from Palis and Ostend to Ber¬ lin, connecting there with a twice-a-week luxuszug to Moscow and St. Peters¬ burg. Another example is the winter de luxe train from Berlin to Rome and Naples, three times a week. Next in order are the schnellzuge (through express trains); next the eilzuge (fast trains—an intermediate class); and finally the personenzuge (local and accommodation trains). Freight trains are divided into two general classes, as here,—fast and slow. The division of the traffic is seen from the following percentages in 1910: 3145 Per Cent, of Total * Average cars per Class of Train Locomotive Miles Train Mile Luxuziige-Schnellzuge. 8.5% 7 Eilzuge. 5.0 8 Personenziige. 45.5 9 Motor cars. 1.4 2 Fast Freights. 3.6 18 Slow Freights. 34.1 39 Military.1 30 Work and various. 1.8 20 *Cars per train mile estimated by writer from axle-kilometer statistics. In speed of passenger trains Prussia is somewhat behind England and France. The fastest train in Prussia makes the run of 178 miles between Berlin and Hamburg at an average speed of 55.2 miles per hour. The next fastest train is between Berlin and Halle, 100 miles, at a speed of 54.9 M.P.H. There are several other through trains which average over 50 M.P.H., and the average schedule speed of all through trains is given in the official statis¬ tics as 40 M.P.H. With the exception of a few of our limited trains, and the Camden-Atlantic City trains, the Prussian speeds are equal to those of this country. There are several trains, for instance, which for similar distances and a similar number of stops, make somewhat better time than the 5-hour limited trains between New York and Boston. The Prussian trains, too, are almost invariably on time. Graphic Time-Tables. German railway officials who have studied our methods have expressed surprise because we do not use the graphic form of time-table. Their com¬ ments on this subject illustrate the difference in the point of view. American railway officials, when shown the German graphic time-table, are just as sur¬ prised that it should be so generally used there. To the operating man of this country it seems impractical, but in Germany it is considered superior to the printed time-table and is regarded as indispensable to the officialshaving jurisdiction over train service. The graphic time-table is a lithograph repro¬ duction of a time-table board, on which the trains of the various classes (with many contingent schedules to be used for extra trains when necessary, empty drafts, light engine movements, etc.) are shown by lines of different design. Each line shows also the train number and (by symbols) all absolute and contingent stops. Corresponding with the vertical mileage scale, the various physical characteristics are shown, such as the profile, curvature, track dia¬ grams, sidings, water stations, coaling stations, signal cabins, etc. For a division with heavy traffic the graphic table, which is printed on both sides of a sheet about 4 ft. by 2)^ ft., seems very complicated. Their use is general throughout'Europe. They do not take the place of the regular time-table, but are supplementary thereto. The writer was told by a Prussian operating official that he and practically all of the operating officials rely on it almost 3M6 entirely while on the road and when considering any problem appertaining to the running ot trains. One reason, perhaps, why the graphic form appeals to them is that the majority of the Prussian officials are technically educated engineers. The question is occasionally asked, “Why are so few of the Ameri¬ can superintendents civil engineers?” Train Mileage. We will now undertake a consideration of the traffic characteristics and first examine the statistics of train mileage, and passengers and tonnage handled. As already stated, the number of passengers handled in Prussia exceeds the total number handled in the United States. We are therefore prepared to find a very dense passenger train mileage per mile of road. Freight traffic is also dense in the industrial regions of western Prussia, but when averaged for all of Prussia the figures are not so impressive. A comparison of traffic and train mile density is shown in the following table: Passenger Miles, Ton Miles, Train Miles, and Operating Revenue Per Mile of Line, 1910. Item— Prussia-Hesse Group 2 United States Passenger miles per mile of line. 693,921 314,187 138.169 Ton miles per mile of line. . 1,150,490 2,797,011 1,071,086 Operating revenue per mile of line... $22,144 $24,619 $11,553 Pass, train miles per mile of line. . . . 7,741 *5,515 *2,787 Freight train miles per mile of line. . 4,824 *4,832 *2,286 Total rev. train miles per mile of line 12,565 10,347 5,073 Average passengers per train mile. . . 87 63 56 Average revenue tons per train mile. 236 502 380 ^Special train miles included in passenger; mixed train miles in freight. The significant facts in the above comparison are that in revenue passen¬ ger mile density the United States as a w'hole has only 21% of the Prussian density. Group 2, which has the greatest passenger traffic of any group in the United States, has 45% of the Prussian passenger density. In ton mile density, however, the United States is almost as much as Prussia, and Group 2 exceeds Prussia in that respect by 140%. The Prussian passenger train load is con¬ siderably heavier than ours, but the majority of the passengers ride in the third- and fourth-class cars, already described. In freight-train load, how¬ ever, Prussia is conspicuously low. Its average is less than half the train load of Group 2, and about two-thirds that of the whole United States. Passenger Traffic and Rates. The German statistics of traffic are available in great detail, and we are able to analyze the receipts and averages for each class of passengerand freight. To show the results for the passenger service, the following summary is in¬ serted : 3147 « £ o W Qh b/) i-i w 53 :Q w S3 w rfl > oj ^ 5) a o 0) 0 • 5? 3 g g C/3 >> S rt g PhPLh O o 53 . b/i w +J fl o U -£ S o s-a s-gS o o.a ^ w'd Ut* ^ o Q 3148 The preponderance of the third-and fourth-class traffic, and the exceed¬ ingly small number of first-class passengers, are noticeable. The astonishingly low average passenger mile rate (8.8 mills) loses much of its value for purposes of comparison with this country because it includes such a relatively large number of passengers who travel in the inferior class compartments. It will be noted, too, that more than half of the tickets were sold at less than normal tariff, that is, season tickets, workmen’s and school children’s tickets, and return holiday tickets. The returns include also the traffic on passenger belt lines in Berlin and the electric railway between Hamburg and Altona. Both of these lines carry a heavy traffic, which is essentially the same as is handled by the subways and elevated railways of New York, Chicago or Boston. Berlin and Hamburg also have private-owned subways and elevated railways whose returns are not included with those of the steam railways. In second-class compartments, which come nearest to our day coaches, the Prussian average revenue was 1.49c per mile. Our average in the same year for all passenger traffic was 1.938c. The Prussian first-class corresponds to our parlor cars. Their average receipts for that class were 2.89c per mile, which is substantially above our average, even when the Pullman car fare is added. For instance, the regular fare from New York to Boston is $4.75. Add $1.00 for parlor-car seat and we have an average rate of 2.47c per mile. It is plain in this case that Prussia recognizes the American principle of charg¬ ing what the traffic will bear, although it plays little part in the freight tariffs. The well-to-do passengers who travel first-and second-class are called upon to contribute two or three times as much per mile as the poorer classes, who use third- and fourth-class at rates which can hardly be sufficient to pay the “out-of-pocket” expenses of operation. Baggage. In passing, attention should be called to the fact that there is no free baggage allowance in Germany. Passengers may take a generous amount of hand baggage with them in the compartments, but trunks and other similar baggage must be registered and transported in the baggage car. The baggage tariff is on the zone principle. For example, the charge for the first zone (1 to 15.5 miles) runs from 5c for 44 lbs., to 14c for 165 lbs. For the fourth zone (95 to 124 miles) the charges are 12c and 71c, respectively. For the sixth zone (158 to 186 miles) the charges are 12c and $1.07. To illustrate further, by again using the New York and Boston journey, the additional cost of a trunk weighing 150 lbs. would, under the Prussian tariff, be $1.43, which is equivalent to adding 0.61c per mile to the price of the ticket. The following table shows what it would cost if the Prussian tariff in all its classes were applied to the New York and Boston service: 3 *49 w o < o o < PP o g Q P> J U fc £ pq Q << P4 P^ K °3 W £ a ta O £ O s. 2 < &4 s c o £43 T3 m Vh w £43 hO 1 8 843 H(J .£{43 HU “ co CD O r n ^ h u ID C/> 2 e $ - H °J5 1 lO c/> 3 « PO u Oj (2° n « . aj w &j0 X5 to ’— 1 aj O - Q lO 73 0) +5 « ^•s 3150 It will be seen that the baggage factor in the cost of traveling is important, and the reason why the experienced traveler carries as little as possible with him on his European trip is apparent. The Prussian statistics show, however, that relatively few passengers carry other than hand baggage. Altogether in 1910, the railways transported 820,000 tons of baggage. This is an average of 134 lbs. per passenger. The revenue from baggage was $4,370,000, or 27 cents per 100 lbs. The average distance carried was 65 miles. Each 100 lbs. of baggage, therefore, cost the traveler 41c for each 100 miles transported. Baggage charges made up 3% of the total passenger revenue. Another source of revenue, of which we hear little, is that from the trans¬ portation of dogs. For some reason, many Prussian travelers take their dogs along with them. We find that many local trains have compartments labelled “For Passengers with Dogs.” When such compartments are not available, the dogs are carried in the baggage cars. In both cases, dog tickets must be purchased. In 1910, the number of such tickets sold almost reached 2,000,000, yielding a revenue of over $200,000, or 10c per dog. One passenger in every 500 was accompanied by a dog. Or, to express the “dog density” in another way, the Prussian railways transported an average of 7,000 dogs per day. More dogs were carried than.first-class passengers! Before leaving the passenger service, mention should be made of the prac¬ tice of selling “ bahnsteig ” (platform) tickets which permit the friends of incom¬ ing and outgoing passengers to meet or part with them on the station platform at the car door. These tickets, which cost 10 pfennig (2.4c) are procured through slot machines. They are punched by the gateman when the holders pass through the gate to the platform, and are collected when they leave the platform. In 1910, 31,000,000 of such tickets were sold (85,000 per day) and they yielded a revenue of $735,000. This, of course, is clear profit. All tickets are examined and punched by the gateman at the initial station. On through trains they are examined by the train conductor to make sure that the holders are riding in the compartments to which the tickets entitle them. At destination, the gateman collects the tickets as passengers leave the station. Freight Rates. The foregoing comparisons of passenger rates give some idea of the rela¬ tion of charges in Prussia and the United States. It is much more difficult, if not hopeless, to make any intelligent comparison of freight rates, because of the fundamentally different conditions. In the first place, we must recognize in the case of freight rates, as well as in passenger rates, wages, and cost of operation, that the purchasing power of money is greater in Prussia. How much greater, it is impossible to state with accuracy. In discussing compara¬ tive wages, the writer gave as his estimate that the cost of living in Berlin is from 60% to 66% of the cost in Boston. It may be even less than 60%, but certainly not much lower. In the second place, the policy of the government is to develop the traffic on the rivers and canals, and to prevent the railways from competing with the water-ways. Thus, the lower grade commodities and other freight which will 3 I 2 5 I stand the slower movement go by water, under a subsidy, since most canals and improve^ water-ways do not yield enough in tolls to pay for interest and maintenance. In fact, many canals do not even pay operating expenses. The deficits are met by general taxation. The boat owners are free to charge such rates as they consider necessary to get the business, and since their expense for tolls is relatively small, they need figure only to obtain sufficient to give a return over their relatively small operating expenses and the low interest charges on the floating equipment. Consequently, they secure a generous pro¬ portion of coal, building materials, grain, and raw materials, much of which the railways might carry if they were free to compete. The water-ways trans¬ port approximately one-quarter of the total ton mileage of Germany; and in 1908, for Berlin alone, which is served by a network of canals and canalized rivers, the water-ways transported 42.5% of the total in-bound tonnage, and 20.3% of the total out-bound tonnage. (1) The proportion of water-borne tonnage at low rates is, therefore, much higher in Prussia than in the United States, and the Prussian ton mile rate is based on a much higher proportion of high-grade commodities moving under the higher rates. In the third place, there are no express companies in Germany, and with the exception of the smaller packages, which may go by parcel post, this class of goods moves under the high class-rates in freight cars. This has a tendency to increase the Prussian ton-mile rate, a factor which does not affect our ton- mile rate, since that grade of freight is handled by the express companies. In the fourth place, the average distance per shipment is just about half that of this country, consequently the element of terminal expense for each ton-mile is greater. The terminal expense, which is a large part of the total expense of moving traffic, is not affected by the length of the haul. It is just the same for a haul of 68 miles (the average Prussian haul) as for 138 miles (the average for the United States), but when spread over the greater distance, its effect on the average ton-mile rate is much less. The importance of this factor may be appreciated when it is realized that each ton of freight is handled through a terminal twice in Prussia to once in this country, since the average haul in this country is twice that of Prussia. In the fifth place, the Prussian freight shipments are distinctly retail in character. Their cars are loaded with small shipments, and the wholesale ele¬ ment so apparent in American freight transportation is missing in Prussia. The proportion of car-load shipments is much smaller there, and their car-load minima are necessarily smaller because of the retail character of the freight and because of the smaller cars. On the other side of the comparison, it should be noted that the conditions surrounding the process of shipping are more burdensome to the shipper. It is difficult to collect claims. Their movement is slower than ours. There are many complications in regard to classifications and tariffs, and the demurrage regulations are severe. In time of car shortage(2) the free limit is reduced (1) Waterways vs. Railways, H. G. Moulton, pp. 172 and 195. (2) The car shortage becomes acute every fall and seriously affects the mining and manu¬ facturing districts of Westphalia. In last December the shortage was 12,000 cars in the Essen- Ruhr district. 3 J 5 2 from the normal period of one day, to 12 hours, 8 hours, and even to 6 hours. The normal charge per day is 48 cents for the first day over the free period, 7 2 cents for the second day, and 95 cents, for every additional day. The low capacity of the cars is to be borne in mind when comparing these demurrage conditions with ours. Besides this, there is a slight charge for the necessary printed forms. For instance, bills of lading cost $2 per 1,000. Again, when open cars are used, and covering is necessary, a charge is made for the use of the tarpaulin sheets which protect the freight. For distances of 63 to 125 miles, the minimum charge for two sheets is 7 2 cents. It is evident from the recital of these important differences that it is im¬ practicable to find a common denominator by which the freight rates of the two countries may be measured with any approximation of exactness. No two persons, equally qualified to express opinions on the subject will agree upon the weight to be given to the various factors, and any attempt here to devise a unit of comparison would only lead to profitless discussion. The writer will, therefore, leave the subject for each to form his own conclusion from an inter¬ pretation of the following statistics showing the freight traffic in Prussia in 1910; but will venture as his opinion in passing that freight rates are on the whole somewhat too high. The large surplus which is turned over to the state each year certainly is not made from the transportation of passengers. It must come from freight. Freight shippers by rail, therefore, are being indi¬ rectly taxed for the benefit of the state at large; while shippers by water have the benefit of state subsidies which come from the public at large:—a conflict¬ ing situation. Division of Freight Traffic in Prussia-Hesse, 1910. 3153 G a o j> '53 ^ *G O Vh fa M 2 w G ^ ^ d 5 S > ai C <1 ^ bp "53 (h Eg u G CM CM CM ,_l CO CM CO 0 LO co CO co co t— NO co r~» !>. On N ^ co O O NO CM OO NO co NO co NO nO 0 0 CO CM CM IO co CM y-4 1/3 OO co co OO tJh N Oi 00 O' On N ,G .9° ‘53 t3 £ o ^ o $ O 9 o & 8 w S Sh i/v a s x o *3 53 Q, cd cd coU O cd cd cd cd cd *o m o ’6 *0 *0 o o a x x to o u O G t? wo •G S3 ^ cm no On *-h CM G xn tD 10 On OO uo CO O On 00 O O +-> ON co ON NO >0 co CO O CM OO M-l *§ co y—i CM ,—1 co co y—i vO ,_i ^-1 1 —| O T ” H NO tn *G G » G G CM t-H i-H tH CM Os 00 O rG 10 Total.. 100.00 100.00 68 100.00 .94 1.248 3154 It is commonly believed by those who advocate government ownership of railways that the Prussian freight tariff is the essence of simplicity, and if adopted here, would afford the solution to all of our freight rate problems. They are told that the Prussian rate is divided into two elements: (1) the terminal charge, and (2) the movement charge; the former graded for zones of 10 km. up to 100 km. (62.1 miles) and the latter graded for zones of 50 and 100 km. up to 500 km. (310 miles). This is correct so far as it goes, but there are so many exceptions to the zone tariffs that most of the seeming simplicity disappears. It is a common complaint among German shippers that the tariffs and shipping regulations are so complicated that they require experts to unravel them, and in the main they depend upon forwarding agents ( spedi - teurs ) to attend to all details of shipping for them. As the railway member¬ ship of this club is made up mainly of operating and mechanical men, and as this paper is already too long, the traffic side of the Prussian situation will not be developed further here. We may note, however, that the ausnahme tariffe (exceptional tariffs which correspond to our commodity tariffs) cover 61% of the ton mileage, and have the lowest ton mile rate of 0.9c. Express freight takes the highest ton mile rate of 5.41c, and the average for all classes of freight is 1.248c per ton mile. The average for this country is 0.76c per ton mile, or 61% of the Prussian average. We have a few railroads, however, with a ton mile rate which equals or exceeds that of Prussia. Usually, where that condi¬ tion obtains, it will be found that the freight traffic is largely local, or contains a relatively large amount of merchandise or other high-grade freight to which high-class rates apply, and also that the proportion of coal, iron, grain, and other bulk freight moving under low commodity rates is relatively small. Such is the case on the New York, New Haven & Hartford. This suggests some sort of comparison between that railroad and Prussia, as the territory served by the New Haven road, and the character of the traffic which it handles, more closely resemble Prussia than any other railroad in the United States. An examination of the comparative figures given in Appendix C will show both similarities and dissimilarities. The results are interesting, but no definite opinions can be formed from the comparisons without a complete and intimate knowledge of the conditions in each case. Conclusion. The writer’s conclusion is that it is futile to attempt any exact com¬ parison either of freight rates, passenger rates, expenses, or net returns in terms of percentages or of ratios of one country to those of the other country. When social and economic conditions are so essentially dissimilar, it is impossible to find a measuring stick which will permit us to gauge the relative reasonable¬ ness of rates or the relative efficiency of operation. The real question is, “How well does the transportation system of each country measure up to the require¬ ments of that country?” The answer must necessarily be based on opinion rather than on fact. In both countries we find those who praise and those who criticize the railways. But considering the Prussian situation alone, it seemed to the writer, from personal observation and study on the ground, that state 3155 ownership of railways in Prussia is successful and that the railways are oper¬ ated with reasonable efficiency. If it is granted that Prussia has met with substantial success in owning and operating its railways, it does not at all follow that government ownership in this country would be equally successful. That subject justifies a complete paper in itself, and we can do no more than touch upon it here in closing* Suffice it to say that nowhere are conditions more ideal for government owner¬ ship than in Prussia. It has a strongly centralized government. The adminis¬ trative head of the railways—the Minister of Public Works—is appointed by and responsible to the King personally. Changes in that office, or in fact in any of the high offices, are infrequent. Civil service principles apply in the promotion of officials as well as of workmen. Military discipline obtains throughout the entire army of employees. It permeates the whole social organization of the country. The administration appears to be entirely free from graft. Little is heard of political patronage. In fact, government service there is regarded as highly honorable service. Can we say as much for this country? Is our public service elevated to such a plane that we can safely trust it with the great enlargement of power which would come with government ownership of railways? Are we suffici¬ ently insured against “pork barrel” methods of making and disbursing the budget? Are we sure that the quality and efficiency of service would not be lowered rather than improved? He who would answer these questions in the affirmative is indeed an optimist! 3156 X I—I Q £ a. P-I <5 I s I a £ 3 -s; <-< <» xn 8 « -si .G O w ^ S 8 pJ so S-. t-o pq ^ 0 locs^NHNHtO'OfO'O aOiNNaNNOMlONONHChfOONOiCiMO ooNooO'oiocsfoO'Nooa^HHN^^oo^ NfOOO'ONO'O^iO'OlOONOO'OiONiOlOClO^'O 'ONOiONOiOONOOiO'O^H^tSiOO'O'ON^ ■^-'OTti'OLOvOO\ l O!O^HfOiOOOsOsiO’-H^‘^OCN N^^CN»HO\'fl00HNHN(<)O\'OONO\iON(0 G .g £? OJ 6 o ‘S Jh . d 92 3 §£V bC bd U (-< a; 3 .O tO «> V w T3 ,’g W ' o ,™ ct 3 'G 2wmpqooQwww^ffiWMW2223 03 "55 o3 +> m co Average per directorate. 1116 649 460 Accidents in Prussia-Hesse, 1910. 3157 a> % >> 02 o .0 to to 00 o to On <0 * O G O C On to 00 I CN tO On CN 00 (N ^ to NO t"» ’“t NO NO CS CO to '5 Ih in .s C/3 C/3 fl M .S H "aj «H w t G ‘8 '8 w C *G t-. N(-l O H *G H H H G H G O in rG tuo 4-> in aj ’8 m a ■’g '$ a. 02 P-. Pg 02 Total. 94 149 243 3158 T3 o 3 +3 a o O ! w x )—i Q X W Oh o. < CO O a £ W , rZ -M O 1 ‘S fe CO OT w O 0) (D < T d _ H pq PQ O > >0 N ro r C! 0) +j a .o a c Ih 0} H > APPENDIX B—Continued 3159 ca 4 -> 00 CM O Os O CO On 1 co OO OO CN H co to M >> W o On co r? S o 00 Oh I o rj O M >> W O 1 w co f-i W o3 tuo On C G3 0 0 0 N '0 0 'N IT) LO O' O' ^ 00 »o 10 VO 00 CM CM •*—T*~-T pc© cm P £ d . eo O lO CM CD th CM O 00 -rt 4 10 ONCO ^vo rJ 4 CM .ffl O CO OO CM VO 00 VO C <5 00 CM t- 4 r+c *0 >h CO N O CO O' vO H O VO ^H 00 OOccci't ^Ov^t- vO O O) CM tP CM*" O •P 06 ■P O PjhP p Tj O' 00 O CO CM p CO CO T-H ^ C"- 0 s O' p « £ w gj o hO OTf t'- CM CO 1-H 00 U-) O' 0^0''0 00rti|>- p P CM © P © CN^T-H r- 00 NO CM 'P' tP fP P rH CM H vO$^ CD CD CD £ 0 M bf g °-2 § | § 3 w ctS r* C fc* k* ctj P Ph < *-' O a cv+3 > a, bo CD * *h rr\ r H »-, CD > ►> tH H pL| <1 <3 .a -G .G cd +j +-> 53 h-> cl cS ci ^ rt oi ci n t_. t_ Ui C-i CD CD a3 CD CL a § « 5#>-m g > u 0 XI p H O [V) T -H V k w .© rt -L, W o -f rt u o O o CTj >N Oort ^ _ +^,©j "d I’SsS s J, a u h3 tuO^O o w a rt rt’o.^-M'd b o O 1 h ^. O O 'h Q,' ptH >~>4-> p tS -d U f.ss"£&8. G B C! £ o rt M o o o tuo rt o o *-*—I i> £> "o &"-‘-H Oh 0 £ £ s «j 0 d in Ih m-h O Ch tj O O O O +j o 0 W) bjO buO biO o b/> ^ rt rt rt rt rt •_ a> o o o u o <3 > > > > o > Ph<<< jd +J o a o o o £2 £ o ^ Oh O O * H O u o O G Oh rt v d O' o CU -4-0 . H ’ ^.S ^ c O rt o c d o rt d § 4-» d rt £ ioosa & w w T* O CN NO rr> (N On rt rt 0 T-H On CN 00 CN O 0 00 00 10 cs oQ cs to no nO CO 00 fO cn rs tJh~ cn to t-* rt^OO T—H Oh ,_l h-H CN o o.S o r* , 'rt .5 o „ , 0 0 S o-0 o 05 o •; o £o'g 1 g^o > I 2^2-- HH (1) H—I f 1 d o o c -y d .d o 4h O TO H Vh ™ » d £ d Qh o a *> w 2 o > < „ o Oh Vh rt ^ “ Oh rt g 8 e 2 ^ In rt rt '-M O O o O CuO h-j +-> d d x;^ & w W) w.. , Woo rt ■ ^Special train miles included in passenger; mixed train miles in freight. fBulletins of the American Railway Association. 3162 The PRESIDENT—We will call upon Mr. G. A. Harwood, Chief En¬ gineer, Electrical Department, N. Y. C. & H. R. R. R. to open the discussion. Mr. HARWOOD—Mr. Cunningham’s paper on the German Railways indicates a most exhaustive study of the subject and offers many interesting items of comparison with the American Railways. It was of particular in¬ terest to me, as I returned from Europe only a few days ago; and while there I rode on some of these railways. As my opportunities for observation were only those of the average passenger, I found many of my mental inquiries answered by this paper. The American is apt to view foreign methods from the standpoint of the conditions with which he is familiar, whereas, in fair¬ ness, it should be appreciated that these methods have been developed to meet an entirely different set of conditions, particularly with respect to length of haul and class of traffic. The German railways are of much higher grade than many of the other Continental lines, and more equitable results might be obtained by comparison with some of the high grade railroads of America than with all of the lines. A superficial experience with European railways would lead one to think that their aggregate results are not as good as the aggregate of American railroads. Mr. Cunningham states that from the views of economists of high stand¬ ing in Germany, with whom he has discussed the matter, he concludes that the controlling reason for state ownership is an economic one. I found, from discussion with several Germans, that there was a very strong opinion at least that, whether state ownership was economically desirable or not, it was quite essential from a military standpoint that the railroads should be state owned. While, of course, the primary purpose of the German railways, as of most other railroads, is the handling of commercial transportation, the most im¬ portant secondary purpose, and one which at any moment in Europe may become the primary one, is the transportation of armies and war supplies. In order that this traffic can be handled with the greatest efficiency and to the exclusion of all other traffic, it is most essential that there should be con¬ trol by the military authorities. It is apparent that this is at least one of the controlling reasons for state ownership and one which is largely lost sight of by the champions of that theory in the United States, who reason that be¬ cause of a large proportion of the European railways being state owned, such a condition is desirable for this country. It is apparent both from Mr. Cunningham’s description and from ob¬ servation of the conditions that the German organization lacks the flexibility which is required by American conditions. It is also quite probable that this lack is not so apparent in a country in which the military spirit is so strongly developed. As the paper states, the personal element of the official seems to have little bearing on the operation of the office. I have been told by German engineers visiting this country that the organization of their companies makes 3163 the adoption of improved devices slow. The impersonal organization, coupled with state ownership, probably promotes what we Americans would consider rather arbitrary treatment of the railroad companies’ patrons. In considering this feature, however, it should be borne in mind that a very large proportion of the passenger traffic is made up of people who are not in the habit of ex¬ ercising much original thought. For that reason, arbitrary rules are (apparently) tolerated much better than they would be in this country. The lack of flexi¬ bility seems to prevent discrimination in this respect as between the different classes of passenger traffic. One of the strongest impressions which one gains is the great effort made to prevent accidents. In my thoughts on this subject I had attributed a large part of the possibility for avoiding accident to the lack of stress on the employes of various grades, due to a slower handling of the business, as, from my rather limited observation, it seemed that the average speed of trains was less than in America. I was quite surprised to find from Mr. Cunningham’s statistical information that this was not the fact. It is, however, a fact that at all terminal points, or important way stations, passengers are handled at a very slow rate of speed, requiring one to go to the station a considerable time before the departure of the train. It would be considered a good deal of a hardship by the average American traveller to be required to get to his station 30 minutes before the train leaves, even if he knew that at least a part of this time was required to Contribute to his safety. Considerable expense and care have been exercised in all places to prevent the passenger from will¬ fully or carelessly getting onto the tracks or in other dangerous positions. This feature could be adopted to a greater extent in America, though I be¬ lieve there is now a strong tendency in this direction. As Mr. Cunningham states, not only are German railways assisted by laws controlling trespassing, but the most efficient protection is provided all along the right-of-way to pre¬ vent trespass. This feature is also one of the most important ones for con¬ sideration in America. It is encouraging, however, to feel that with the policy adopted in New York State for the treatment of the tramp and the method adopted by many of the important railways for a more efficient fencing of the right-of-way, we will soon begin to feel some improvement in this direction. The military training of the German, undoubtedly, has a great deal to do with the prevention of carelessness, and until some greater recognition is given by the Governmental bodies of the United States to the responsibility of the subordinate employe, as well as of the official, it will be difficult to obtain as efficient discipline as exists throughout Europe. I judge that since Mr. Cunningham’s information was collected the controversy over the use of metal and wood ties has been settled in favor of the metal tie, as I saw new ties going in throughout the country and practi¬ cally all of them were metal, with some few concrete ties. This, however, is not confined to Germany, as in Italy, France and Switzerland practically all of the renewals seemed to be with metal or concrete ties. Some of the designs used were apparently only permissible with light equipment, but many of them looked to be entirely satisfactory for heavy equipment. It is 3164 fortunate for American engineers that there is a tendency on the part of the European roads to increase the weight of equipment, as undoubtedly by the time economic reasons force American railroads to a permanent form of tie, many satisfactory ones will have been developed without the necessity for large expense in experimentation in this country. One of the most noticeable features in the arrangement of the stations is the care exercised to insure the railroad company getting a ticket from each passenger. This is one of the features that requires additional time before the departure of the train, and also at the arriving station, which would probably be considered a hardship by the American passenger, particularly the com¬ muter. It is refreshing, though, to find an arrangement by which it is practi¬ cally impossible to beat the railroad company out of its fare, as if by any means it. were possible for a passenger to get onto the train and avoid the con¬ ductor, he would still be unable to get out of the station at his destination without giving up a ticket. Good protection against weather is provided at all of the stations, many of the older way stations having tracks and platforms covered with through train sheds, and in the newer terminal ones a canopy either of the Bush type or one very similar is quite generally used. I was interested to see the manner in which the passengers are protected on elevated island platforms, of which there are a great many in Germany, as that is one of the very prolific causes for complaint in the United States where tracks are elevated at through stations. I found that wherever it was not possible to have side protection on the platform, that the seats, which were placed with the backs on a line with the canopy posts, had protecting back and end pieces carried up to a height of six or seven feet above the platform and pro¬ jecting beyond the seat, so that except for the exposure to temperature the passenger was quite effectually protected from the weather. A few years ago there seemed to be a strong tendency at terminal stations in Europe to install hydraulic or other mechanical bumpers at the ends of tracks. The practice seems to have changed entirely in this respect, and at all the terminal stations I found the engineers were covering about thirty or forty feet at the end of each track with a layer of sand, six or eight inches in depth, the extreme end of the track being further protected by a rather light, rail bumper. This is apparently the modern practice, as even in the station at Leipsic, which is not yet entirely complete, such an arrangement was used. The matter of bumper has always been a troublesome one for the American railroad man, and it may be that we will eventually come to the German practice, at the expense of some track space and a not very neat appearance. In the midst of the present American frenzy for the automatic train stop, which we all know imposes most undesirable limitations, it is worth considering if the automatic speed recording device, coupled with a device for recording the position of the signal, is not a solution of our trouble, per¬ mitting as it does, some advancement at least in the improvement of dis¬ cipline. 3 i6 5 A great deal has been said on the relative merits of the American car and the modern European compartment car with the side aisle. From my own experience, I must say that with the European’s disposition to continually examine the contents of his baggage, move about in the car, eat lunches and stand in the narrow aisle looking out of the windows, the European car is most unpleasant for an American. The considerable discrepancy in car density, as shown by Mr. Cunningham’s figures, which indicate somewhat more economical operation in the United States, is probably due, partially, to the smaller capacity of the German cars and to the lack of economy which comes from the different classifications of passenger traffic. I have nothing but praise for the dining car methods, and I believe that a good deal of the discomfort and criticism of American dining car service might be averted by the system of reserving spaces at specified hours and serving a table d’hote meal. The criticism which Mr. Cunningham makes of the service could very easily be corrected. My observation of the sleeping cars was that they were quite as un¬ satisfactory as the dining cars were satisfactory. I did not find that any materially greater privacy was obtained, unless one were prepared to buy two first-class tickets and pay for the two berths in the compartment, and in view of the fact that the first-class fare is excessive and the sleeping car rate about twice what it is in the United States, this is somewhat more expensive than the average traveller can afford. It seems to be necessary for a traveller occupying one of these cars to either go to bed immediately after sun-down or stand up in the aisle. I believe no stranger who has ever ridden in one of those sleeping cars does so a second time, if he can afford the time to stay at a hotel over night. The use of the cars amongst the natives is very small, as in most cases the night travellers seem to prefer to sleep in their seats. Except on the trains de luxe (which usually do not run on the day you wish to travel), there seems to be a great scarcity of through cars. This feature requires for a journey of any length considerable changing of cars, which is an annoyance to the American, who is accustomed to being able to get into a car which will go from starting point to his destination. I believe, however, that this practice is an entirely satisfactory one for most of the European countries, where the average length of journey is comparatively short. The method of handling baggage is one which would probably seem most strange to the American traveller. The amount of baggage checked is so com¬ paratively small per person, that the procedure has not been perfected to a comparable degree with American practice. The checking of baggage is not only expensive, but slow and annoying, and the result is, of course, to force passengers to use a considerable amount of hand baggage. I frequently wondered if, in spite of the apparent revenue from this source, it would not be more economical for the railroads to follow the American practice and 3166 avoid the excessive cluttering up of passenger compartments and the con¬ siderable provisions for porter service, with its attendant congestion of plat¬ forms and station passageways. I was impressed with the advantage of the platform ticket, where en¬ trance to the train is so carefully supervised and where it is necessary to be beyond the gate line so much before the time of departure, as otherwise one would lose a considerable part of the society of his friends. This seems to yield some revenue, and I am inclined to think in particular locations, such as our big terminal stations, there might be an advantage in adopting this practice, as it would have a tendency to reduce the congestion in the vicinity of the gates. In concluding my rather disconnected impressions of a most superficial examination, I feel very much as Mr. Cunningham has expressed himself— that the administration of the German railways generally meets the conditions of the country, just as that of the American railways meets our conditions, and that until much more uniform and stable governmental policies have developed in the United States, that state ownership is not suitable for our conditions. There are some details of European practice which we might adopt, and some of these I have mentioned, but, generally, no American railroad man need feel ashamed of the manner in which he is handling his problems by comparison with European practice. The PRESIDENT—Gentlemen, this Club seems always fortunate in having some one gentleman who can speak directly from the text, one to the manor born, who can take adverse criticisms—if there be such—and reverse them. We have as an honored guest this evening such a gentleman, and it affords the speaker pleasure to present to you Baron Von Eltz, Mechanical Engineer of the German State Railways and technical attache of the German Consulate General, of New York City. BARON VON ELTZ—I highly appreciate the opportunity given to me to address a few remarks to you in connection with Mr. Cunningham’s paper on the Administration of the State Railways of Prussia-Hesse, with which I am connected. There is, however, little left to say, because this paper in its condensed form sets forth excellently all the important characteristics and data of our railway organization and operation. It gives a clearer and more complete idea on the subject than could be obtained if one were to try to run over our voluminous codes of rules and regulations. As Mr. Cunningham stated, these codes contain several thousand pages. They explain at great length the structure of the organization, and they prescribe exactly the busi¬ ness and the duties of all the different positions held by the higher and the lower officials, as well as by the employees. Indeed, we seem to be very fond of rules, and I am not at all surprised that such an enormous number of regula¬ tions appeals to you as strange. But that method of running a business by rules and regulations has its reasons. 3167 Our country with its very old culture has had time enough to work out economical systems and schedules based upon its evolutions and its experiences. State railways are built up with the money of the people, and the people therefore have a right to demand that their property be submitted to as few chances and risks as possible. The State Railways, therefore, endeavoring to meet the interests of the people in the best way, have adopted an organiza¬ tion, the success of which is based upon a steady and reliable system rather than on the ability and the energy of the single man. A systematic organiza¬ tion built up on rules and regulations, and combined with a severe discipline and a careful training of officials and employees, forms the principal char¬ acteristic of the Prussian railway administration. The result of such an organization is the absolute impersonality of the administration mentioned in Mr. Cunningham’s paper. No doubt impersonality has some disadvantages. In my country a man of superior ability will find it somewhat more difficult to carry through his ideas than in America, the country where a strong personality has a pre¬ dominant influence, and where almost every enterprise bears the stamp of a single man. On the other side, a man of mediocre ability who lacks initiative, can protect himself to a certain degree against mistakes which may harm the interests of the whole, if he keeps close to his rules and regulations. I believe that an enterprise which, like the Prussian State Railways, employs about 500,000 men, and is keeping in its service practically for life, all men employed in regular capacities can, to a certain degree, rely upon men of average ability and at the same time maintain a reasonable efficiency. In the case of government ownership of railways there are some problems ^ which seem to me simpler than in the case of private ownership. Our state railways are subject to the supervision of the parliament. The parliament, however, notwithstanding how many and of what kind of factions it may consist, is highly interested in the prosperity of the railways, because the railways are really the “milk cow” which furnishes a considerable amount of all funds needed for state purposes. Amendments, therefore, which tend to maintain or to increase the earning power of the railways, meet almost always with the approval of the parliament. In the case of private owner¬ ship, there seem to be sometimes differences of opinion between the railroads and the government as to what rates the railroads should be allowed to charge to the public for their services. Mr. Cunningham has stated that it is impracticable to find a common denominator by which the rates of the United States and of Germany may be measured because there are too many important differences in both coun¬ tries. According to Mr. Cunningham’s opinion, however, our freight rates are on the whole, somewhat too high. I want to call your attention to but two of the numerous things which are different in both countries and which seem to change the basis on which rates are to be computed. First, the capital¬ ization per mile of line for which interest must be raised amounts in Germany to about $112,000 as against about $64,000 in the United States. Our rail- 3 i 68 roads have been built in days when real estate prices were not low, owing to a well populated country with a great number of cities. Second, the Prussian State Railways spend millions of marks every year for their employees in funds for pensions and insurances against disability through accidents, sick¬ ness and old age. Furthermore, I want to mention two points which increase the operating expenses of our freight traffic. First, our freight trains are run regularly and on strict time tables, just like passenger trains, no matter whether the trains consist of 15 or 50 or 75 cars, in order to insure delivery as prompt as possible, second, our shippers can insure themselves at a very moder¬ ate extra charge against delays in the delivery of their shipments, the railways being fined in case a delay occurs. Notwithstanding these facts, Mr. Cun¬ ningham may be right when he thinks that our freight rates are somewhat too high. I would, however, prefer to turn the question the other way by saying that your freight rates seem to me somewhat too low. The statistics of railways in the United States show that the percentage of American railway stocks upon which dividend has been paid, is steadily increasing; furthermore, that the average rate of interest paid on the dividend paying stocks has been higher each year since 1903 than in any previous year. That is certainly a pleasing statement. But it does not eliminate the fact that there exists still a very considerable number of stocks which at present do not pay, and probably will not pay any dividend for quite a number of years. An investigation as to the proportions of non-dividend paying stock which is “water,” would certainly be interesting and would probably to some degree explain that fact; but it would hardly influence the conclusions which must be drawn from it. No doubt your railroads on the average are managed very capably, and that is shown to some extent by the operating ratio, which was as low as 66.29% in 1910. A still further improved scientific management may perhaps slightly increase the net income, but would, in my opinion, be far from enabling all of the non-dividend paying railroads to pay a fair return to their stock¬ holders. The development of this country is principally due to the courageous pioneer work of the railways. But there is still an enormous amount of work left which is to be performed along these lines. If the railroads are to do their share of the task they must raise money—enormous sums of money; but capital will not supply these sums until it is satisfied with the security and with the prospect for adequate returns. Quite a number of roads have to pay from 6 to 7 % for new capital, which shows how little attractive in many cases the railroad business is for the investment of money. Among American railroad men there is a strong and almost unanimous opinion that these some¬ what serious facts are essentially due to your freight rates being too low and not representing a fair return for the performance of the railroads. I am not a rate specialist and I do not feel entitled to discuss that question. In my opinion it can be discussed successfully only by insiders who have familiarized themselves with all the particular conditions surrounding the rate question. 3169 I believe, however, that a comparison between the American and German rates tends indeed to strengthen the impression that American freight rates are low if not too low. The Prussian State Railways provide for the position of a technical attache in the United States. I was much pleased and appreciated it highly when I was appointed to that position about two years ago. I have to report on the progress made in this country in technical matters, especially those relating to railroads. As a rule it is not difficult to obtain information rela¬ tive to technical development. I take pleasure in stating that I have always been supported very effectively and generously by the courtesy and the kind¬ ness extended to me by everybody, and especially by the railroad companies. The more difficult and more delicate part of my work is to find out whether an invention or an innovation which has met with success in your country, would do the same at home. Generally one will be able to decide that question if one succeeds in finding out on what particular conditions such success is based. If these conditions are different in both countries one should be care¬ ful in drawing conclusions and making suggestions. We know, for instance, your freight cars, not only their capacity but their details, but we have to continue to build small cars of 15 or 20 tons capacity, because, as Mr. Cunningham explains it very clearly, these cars are better fitted to meet the requirements of our freight traffic, which bears a distinctively retail character and moves in small units over short distances. Such enormous masses of freight, as you handle in your freight trains, are not known in my country, the area of which is only 1/19 of the area of the United States. Notwithstanding the fact that the economy of your locomotives has been improved during the last years, scientific tests, which have been made here and in Germany, show that our locomotives are still superior in that respect. That fact is certainly not unknown to your locomotive specialists and experts, but they have to consider the special conditions in this country. We have to pay about $4 for one ton of locomotive coal, and the coal expenses for the fiscal year 1913 will amount to about $35,000,000. We therefore endeavor and have to endeavor by all means to cut down these expenses, and we reach that end by building locomotives which are developed to a high degree of mechanical perfection in every detail. These locomotives, however, are very expensive, as shown by the fact that a 10-wheeler, or an Atlantic express locomotive, the weight of which amounts to 85 or 90 tons, costs about $25,000, not including the tank. Taking in consideration the considerably lower purchasing power of money in this country, one would probably learn that locomotives designed on German principles and built in America would be so expensive that the saving of fuel would by no means justify or offset the higher price, at least not on the eastern roads, which buy their coal at very moderate prices. There is one thing which we would be very glad to accept rather to-day than to-morrow if we could. That is your central coupler. The Prussian State Railways are willing to spend any amount of money in order to abolish 3170 our old fashioned coupler. But our cars, both passenger and freight, are running over lines not only of other German roads, but of foreign countries. The coupler question, therefore, is no more a private affair of the Prussian Railways and cannot be solved unless joint action is taken. In spite of all efforts, such action so far has not been reached owing to different reasons, especially the financial condition of some of our neighboring roads. Some time ago I had the pleasure of calling on one of your most dis¬ tinguished railroad presidents, and talking over with him a variety of railroad matters here and abroad.- That gentleman had travelled frequently in Europe and had made a special study of European as well as of German railways. He told me that many things struck him strangely and almost absurdly at first sight. He did not stop at the surface, however, but went right into the matter and brought out very soon by careful investigations that there were good reasons for such peculiarities, and that they were not to be considered as the result of a lack of knowledge of how things could be handled in a seemingly more suitable manner. There are, of course, quite a number of conditions and bases similar or equal in both countries, and I am much pleased to say that I have found a considerable number of things in this country, and es¬ pecially on your railroads, which are worthy of earnest consideration without regard to whether we could adopt them successfully. The PRESIDENT—The next speaker requires no introduction on my part. He is one of us—as well, or better known than the speaker. We have the pleasure of presenting Mr. A. M. Waitt. (Applause.) Mr. WAITT—Mr. President and fellow members of the New York Railroad Club: I was not sure until last night that I would be able to be here this evening. So my preparation for a short discussion of Prof. Cunningham's paper was made with a great deal of haste, and if you will bear with me I will just read from my notes, possibly making a few comments that have suggested themselves to me during the reading of the paper. I have read with unusual interest the paper of Prof. Cunningham on the Administration of the State Railways of Prussia-Hesse, and cannot but highly appreciate the very, careful and complete analysis of the management of these German Railways that he has presented to us. During the past 10 years I have had the opportunity almost yearly to come into practical touch with the German Railway system. I have been, during that time, free from any direct alliance with any of our American rail¬ ways, and after having spent 25 years of the most active part of my life in the service of railways in the United States as a minor employe and an officer, I have naturally made comparisons of the past with the present on our own wonderful railway lines in America, and also with the results obtained abroad with the quite differently organized railway systems, some under private and some under State ownership. Much can be said pro and con. What I have to say in the way of com¬ ments suggested by Prof. Cunningham’s paper is in some cases applicable to all our American railways, and in others to only a portion of them. 3 J 7i In my opinion, in the United States we have much to learn from our European brothers in the railway field, and especially from those in Germany, The general policy of organization, as outlined by the paper of the evening, seems to have many features worthy of being copied in this country to a much greater extent than at present. In our national government the wise policy has been adopted not to interfere with State Rights where such Rights do not conflict with similar Rights in other States. Matters affecting inter-state relations are made uniform and standard for all, but the entire conducting of the administration in each State, together with the making of the local laws is left for the in¬ dividual State governments and their officials. The administrative policy of the German railways seems to be based upon similar principles to those just outlined, and it is my belief that an extension of this policy would work a great reform and improvement in the efficiency, harmony and progressive development on many of the railway systems in this country. On most large railways in the United States they are under-officered, and their detail workings are sadly under-supervised. Too much detail is imposed on the heads of departments, and they are left with insufficient time for getting into close touch with the territories they manage. An insufficient force is provided to collect and collate data and to make comparisons and analyses of the results of the management. Complaints, accidents, and special inquiries from railroad and government officials require unusual efforts and expenditure of time to the detriment of other necessary and important routine work, in order to prepare the proper reports and answers to the special in” quiries. There is a tendency also for higher supervising and administrative officers to interfere in matters for which they are not technically trained, and unhappily too frequently for reasons which are not always for the best in¬ terests of the railroad company or the public. In recent years heads of de¬ partments are too frequently made to be mere puppets, trained to jump when the strings are pulled, and they are not given that sense of personal responsi¬ bility and authority which develops strong and reliable men. This unfortunate condition is passed down the line and results in a weak organization, with consequences affecting the public and the employe, which cause discontent, criticism and loss of life and limb, money and property. There is a tendency for higher officials who are lacking in technical training in the details of the engineering and mechanical departments, to assume arbitrary control and direction of such matters, to the chagrin and discouragement of capable and trained experts who would be only too willing to co-operate and put in their best endeavors to enlighten and relieve their superiors, but who by the narrow policy and practice of those in higher positions of authority, are forced to accept the non-progressive, philosophic theory that “it is best to simply choose the lines of least resistance and let things come out as best they may. ’ ’ On page 8 of Prof. Cunningham’s paper he makes specific note of the practical results of a system of ample and constant supervision in Prussia as producing a high order of discipline and a rigid observance of rules, with a 3172 consequent remarkable immunity from accident. If the railways in several of our States had expended one-quarter of the money for improved service in supervision, that they will have to expend in putting on an additional man on the locomotives, (with very doubtful beneficial results) they would have taken one of the most effective means of raising the standard of efficiency of service and reducing as a consequence the number of accidents, with their attendant injuries or death to employes and passengers. This would have developed and improved the service from the right end. It would prevent the disease by developing a sound and healthy efficiency, and would not be making an uncertain effort to cure a disease already established, by giving a nauseating pill which may entirely disarrange the system and cause a laxness worse in its consequences than the original disease. The maintenance of the high standard of discipline in the railway service in Germany is, as has been indicated by Prof. Cunningham, due largely to the result of Army discipline, under which most of the railway men have had two or more years of training. The German railway employe has been taught, in a most rigid school, to obey rules and orders promptly and fully, and with¬ out demurring. He has also been taught to respect the authority and position of a superior officer. These elements are essential to the high degree of ef¬ ficiency found and are evidenced in the orderliness, cleanliness and system in everything about a German railway station, shop or railway yard, whether it be in a large city or in a small village. As a result of State ownership of the railways in some European countries the bugbear and fear of long continued yearly strikes of employes is largely removed, for in countries like Prussia, as the paper of the evening indicates, the railway labor unions are forbidden, and in some countries if an obstructive strike is ordered the striking employes can be “called to the colors,” and thus become at once under military rule, after which they are immediately assigned to their former duties under the rules and penalties of military discipline if they fail to carry out their respective duties. In this country under our present national laws such protection against the complete upsetting of the transpor¬ tation system of the country is not furnished. It is my belief, however, that legislation providing for one or two years of compulsory military training for every able bodied young man in the country would develop a standard of respect of law, order and the observance of important hygienic principles in all classes of life, which we can never hope for under our present system. One noticeable feature to the discredit of our American railway is seen in the general character of the passenger stations in this country as compared with those in Germany. In nearly all of the large cities in Germany, the rail¬ way stations are models of neatness, comfort and convenience, and even the stations at small towns and villages are neat, well constructed, and ornamental to their surroundings. Unfortunately, it must be said that in this country in too many of our cities the passenger stations are insufficient in size, lacking in comforts and conveniences, poorly maintained, dirty both inside and out, and a disgrace to their surroundings and justifiable source of criticism and 3173 complaint. In the majority of smaller towns of this country, the passenger stations are neither things of beauty nor convenience, and they are far from models of cleanliness. Surely such surroundings as the employes of many of the railroad companies of this country constantly see about them on every hand are not elements in producing the observance of rules of cleanliness, order or economy. In fairness it must be said that in this country we have a few of the finest examples of advancement in the designs of railway stations to be found in the world. But unhappily these notable examples are the ex¬ ception rather than the rule. When traveling on the railways in Germany I have had occasion often¬ times to ask for information from subordinate railway employes, and I have been interested to note that each employe knows his own line of duties thoroughly, but seems to be quite ignorant as regards his fellow employes’ work, and consequently seems to possess a stupidity up to the very limit in connection with railway matters outside of his own immediate line of work. I have been surprised in Germany to notice that automatic devices for signaling find no hearty reception. I have wondered at this and upon in¬ quiry found that the railway administration do not wish to introduce devices which will tend to reduce the number of men employed. The official policy of the country seems to be to discourage anything on the railways that will increase the number of unemployed, or that will tend to cause able bodied men to emigrate to other countries to find employment. It would appear that from a military standpoint it is deemed wise to keep the able men con¬ tentedly employed at home. In Prof. Cunningham’s paper he has spoken of many special features adding to the convenience of railway travelers and their friends. I cannot refrain from referring to some that he has mentioned, as well as some others not referred to. There are many special conveniences in German railway travel that are greatly appreciated after one is somewhat familiar with the customs of the country, and which foreigners traveling in America find lacking in our railway service. Classification of service and rates with the very considerable re¬ duction in rates for second, third and fourth-class fares has decided advantages for both the man of limited income as for the well-to-do. A man earning small wages is very glad to do without the luxury of deeply upholstered seats in going to and from his work in order to save from 25 to 60 per cent, in rail¬ way fare. A refined woman on an accommodation train would gladly pay 50 per cent, more to avoid having a dirty or otherwise offensive man or woman crowded into the same seat with her. Yet in our American railway practice with all one class of service, such economizing in fares is impossible, and the assurance of traveling with those who are agreeable is denied to passengers except on trains to which a Pullman is attached. If a man desires to smoke on an accommodation train in this country he is forced in over 50 per cent, of the cases, to ride in a car filthy from the lack of proper cleaning, sickening with dense smoke through inefficient means of ventilation, and his seatmate 3174 or near neighbors are in many cases noisy, intoxicated, or dirty in dress or odor, so that the smoker is disgusted with his surroundings, and if he has ever traveled in Germany cannot but concede the vast superiority of a second or even third class smoking compartment in an accommodation or an express train in that country over the average accommodations provided here. Although the classification of passengers with correspondingly classified rates of fares would make quite a revolution in our practice, yet I believe a more generally satisfactory passenger service would be given by its gradual introduction, not only in standard railway service but also in the subway and elevated service in our large cities, where the conditions of mixed classes is at frequent times almost unbearable. In America we assume “that all men are free and equal,” and we compel the man with the small wages to accept and pay for the higher class of ac¬ commodations and furnishings that are demanded by those of more ample means. As a result the poor man feels justly overcharged and the well-to-do man or woman feels indignant at being compelled to submit to the unsatis¬ factory conditions attending indiscriminate and mixed passenger service. Especially is the service on the subways and elevated lines in our large cities open to the full force of the above criticism and objection. When equal justice to both poor and rich is established in this country, the poor man will be allowed to have his transportation at rates and with comforts more in keeping with his means, and those who demand and desire a greater degree of comfort in traveling will be furnished it, at an increased rate of fare commensurate with the service rendered. In German railway practice the poor man is favored in his opportunities for economizing in travel¬ ing. In America he is compelled to pay as much as the man who draws a large salary. Ours is the land of liberty and it should be the land where the poor man may not be compelled to accept the standard set by the well-to-do and pay for the latter’s style of living and traveling, when he would gladly economize and be happy in a style of surroundings more in keeping with those to which he is accustomed and for which he is able to pay. In Germany at nearly all stops at large railway stations one can obtain, on the platform, light refreshments, both liquid and solid, and at stations where five and ten minute stops are made the refreshments are brought past the various cars so that they may be purchased without leaving the train. In our country one may often be compelled to ride for a half day or more with no conveniences outside of the somewhat uncertain dining car for ob¬ taining food or drink, leaving the man who is too poor to patronize the dining car with no opportunity to obtain food on his journey. In America, ladies traveling alone, in other than a Pullman car, may be obliged to take a seat with an objectionable man or woman sitting crowded close beside them, much to the chagrin and discomfort of any sensitive person. In Germany a sufficient number of compartments are always reserved for accommodating women traveling alone. 3i7S Two other conveniences, both much appreciated in Germany, have been mentioned by Prof. Cunningham, which from my personal experience I would like to see introduced in this country, as I have found them of great con¬ venience and comfort in Germany. The “platform tickets” sold at all rail¬ way stations by “slot machines” for about 23 ^ cents, permitting persons to accompany their friends to the trains and to meet friends at the trains when arriving. The possible income from this source to the railways would alone seem to encourage its introduction. How many times elderly people or ladies are traveling who need the assistance of friends to meet them or to see them off comfortably. In Germany provision is made for this at a great profit to the railways. In America, entrance to the platforms is generally strictly prohibited. In America, much more than in Germany, such a platform service would be appreciated, as in this country the so-called “Porter Service” is very crudely organized and insufficient even at large city terminals, to say nothing of the total lack of such service elsewhere. In Germany, at even the small country stations a porter stands ready at a small fee to assist passengers in alighting from trains and in carrying their luggage to and from the trains. At the large terminals a sufficient force of porters and of cabs or taxi-cabs is maintained so that it is an almost unknown condition for any passenger to lack immediate accommodation. In America, alas, there is a frequent lack of porters except at important through trains, a prevailing lack of small trucks to enable one porter to carry the several pieces of hand baggage for a party of two or more, and then at the arrival time of two or more important trains a regular de¬ ficiency in the cab service, and at no station is this more noticeable than at the latest, largest, most complete and handsomest of all modern railway stations right here in New York. There are surely many German railway conveniences for the comfort and expedition of passengers that are still incomplete or quite lacking in our up-to-date railways in the United States. In the United States if’one has a pet dog it must be checked like a piece of baggage at 40c. and personally lugged to the baggage car, oftentimes at a very inconvenient distance from the car in which the passenger rides. No care is given the dog except to tie him securely, sometimes near a hot steam radia¬ tor, and the owner is often nervously apprehensive for the pet during the entire journey. Perhaps in a twenty-four hour journey there have been two or more exchanges of baggage-masters, and the dog is helpless and neglected without food or drink. In Germany, as Prof. Cunningham has .indicated, a lady can buy a ticket for her pet dog, and can take it with her into a special compartment or into any compartment where the other occupants do not object, and the dog has its owner’s care, and both travel in comfort. Of course, with our general standard of single open compartment type of pass¬ enger coach, the German practice would not be practicable. One of the most important of conveniences furnished in Germany is indicated by Prof. Cunningham, where he states truly that “The Prussian 3176 trains are almost invariably on time.” We have much improvement yet to make in our efficiency of service before we arrive at the low percentage of trains late maintained in Prussia. Because Prussia has shown highly satisfactory results from the State ownership of its railways, it is not an unqualified argument in favor of such ownership, for perhaps no railways in Europe are so poorly operated or open to such justifiable criticisms as the State owned railways of Italy. In our own country I hope the day will be far distant when the railways are owned and operated by the State or National Governments. Before that day arrives we need a new generation of legislators, trained in a higher school of honor and integrity than some of our present law-makers, and more de¬ voted to the common weal and less to party and self. In the criticisms which I have made of some of the features of our Ameri¬ can railway practice, it should be borne in mind that on the other hand there are many criticisms along other lines that could be made against the practices and results on the German railways. In this great country we have rapidly developed a railway system that is a marvel to the world and which has set the pace for advancement in many directions to the whole world. But even though such is the case we should not blind ourselves to our own deficiencies or be too self satisfied to try and adopt the well tested successful practices of our railroad brothers in Europe, where they will add in comfort, convenience, economy, safety or a higher degree of efficiency in service. The PRESIDENT—Gentlemen, I was not aware that the gentleman was in the room and it is a great gratification to learn that he is here and will permit us to call upon him for a few remarks upon railroad organization in this country. It is Major Hine, Vice President of the Harriman lines. (Applause.) MAJOR CHARLES HINE—(Vice-President and General Manager, Southern Pacific Railroad of Mexico and Arizona Eastern Railroad): Mr. Chairman and fellow members of the New York Railroad Club: Remote location prevents my having the pleasure of very frequent attendance at these meetings. I wish to say as a member of the Club that I appreciate the great value of the paper of my good friend Professor Cunningham, for it is by such scientific 'investigations of these great questions all over the world that we can make progress in our profession. Patriotism is an expression of the highest form of altruism, because the individual is willing to sink his own opinion in what seems to be the greatest good for the greatest number. As an American I believe in the motto of Stephen Decatur; “My country, may she ever be right, but right or wrong, my country.” However, we may learn from the experience of other countries. I think Mr. Waitt has done well in calling attention to some of the shortcomings in railroad management in this country, noticeably in the lack of supervision. We are terribly under-officered, and we are over-manned because we are under-officered. 3i77 Down in Mexico in the last 15 months we have found it possible to make a considerable reduction of our working forces by a considerable increase in supervision. The tendency in the United States is to be cock-sure of what we have done. We are a little too suspicious of the man who advocates changes. We are so prone to follow the line of least resistance that we are apt to indulge in self complacency. In the long run people get in government about what they deserve, and they have about as good railways as they deserve. I think it is high time that the railway men of this country and our good friends the supply men should stop apologizing for the sins of the past and come out and defend our relative excellence of accomplishment. Yes, we gave rebates, but who took them? (Applause and laughter.) Yes, we bribed legislators, but who took the bribes? (Laughter.) Now, things are so patently impossible that de¬ fenses are ridiculous. Let us stop apologizing, and come out and say “Yes, we did, but we have learned better.” The railroads lead the procession, they are just a little in advance of all the other professions because railroading is such an exacting occupation. It is twenty-four hours a day, three hundred and sixty-five days in the year. We cannot shut up the bank Saturday after¬ noon and go down to the seashore until Monday morning. (Laughter.) I take this occasion before this Railroad Club to call attention to what has been done to us down in Mexico. It has been the experience of the forties and fifties on the frontier over and over again, and our men have responded splendidly to the demands made upon them. I am very glad to have this opportunity of expressing my high appreciation of the courage of the railway officials and employes in Mexico in the last two years. We, the Southern Pacific, alone have had two hundred and fifty bridges burned. Trains have been fired into and yet we have managed to keep going until very recently. But they are very crude in this country in the confiscation of property. They do it very thoroughly in Mexico. (Laughter.) On the 5th of March they took possession of between three and four hundred miles of our railroad. In spite of the need of increased supervision they took some of our men and made them officials and they sent word to the president of the road that if he de¬ sired to come down with his party to be sure and pay their fares, as everything was on a cash basis. (Laughter and applause.) There is a serious side to all of it, and it is a question which we Americans must soon meet and that is how far Americans can be protected in their rights in a foreign country and not be forgotten by those at home. (Applause.) When the American people appreciate just what the conditions are they will be very emphatic in their re-affirmation of the Monroe Doctrine, that this country rules this continent, because it is the leading nation of this continent, and, incidentally, because it has the best railways in the world. I thank you, gentlemen, for your attention. (Great applause.) The PRESIDENT—Gentlemen, were it permissible, the speaker is willing to wager that the Major received his promotion honestly from a private 3178 up and on the field of battle; he has that spirit which makes American railways great. (Applause). Of course, they haven’t any Indian or Greasers that the Major refers to, to contend with in Germany, therefore that element is elim¬ inated from their operating account. (Laughter.) The list of speakers now being exhausted, the meeting is thrown open for further discussion and I trust that you have listened carefully and intently to the able speakers of the evening, and particularly to Baron Von Eltz, who speaks with authority upon German railways, and are now ready for further discussion and enlightenment upon the subject. Certainly, gentlemen, it must Occur to you that there are several points we should carefully consider before I call upon Professor Cunningham in re¬ buttal. Take, for instance, the number of dogs carried first-class in Germany, described by Prof. Cunningham (laughter) as compared with the “Hot Dogs” transported in this country, referred toby Mr. Waitt. (Laughter and applause). Also the strap hangers carried fourth-class by German railways as compared with the same first-class perpendicular carriage of—say—the Brooklyn Rapid Transit Co. in this country. (Laughter). Further, the nickle in the slot machines which permits the party from the rural districts to go on to the train platform and “see the cars go out”. (Laughter) And last, but not least, the opportunity afforded for astronomical observation in the aisle of a second-class German sleeping car, as compared with the ana¬ tomical display in an American sleeping car of a like class, all as witnessed, and so vividly described by Prof. Cunningham; all worthy of your careful consideration, and your opportunity to discuss them is now. (Applause and laughter). (Don’t hesitate, gentlemen). A MEMBER—Will Professor Cunningham enlighten us as to the use of steel or metal cars in Germany? The PRESIDENT—I presume so, in proper order. Is there any other gentleman who will speak? The Chair will promptly recognize'anybody who shows an inclination to discuss the paper. I am not a mind reader, although somewhat of a Christian Scientist, and need help. (Laughter.) Mr. JOHN TEUFER—We can get all our roast dogs in Coney Island and don’t have to roast them on the steam pipes in railroad trains; nor do we have to go to Germany for them . (Applause.) So far as the discipline on American railroads is concerned, no doubt it can be improved upon. I had a little experience in that direction on a road out West. I believe our good friend Mr. A. M. Waitt knows the road with which I was then connected. I held the position of Wreck Master, Chief Inspector, Master Car Builder, Foreman of Road Work on locomotives and tenders, and incidently made such drawings as I needed—when I had nothing else to do. This was not the only road in the country then, that placed such 3 1 79 diversified responsibilities upon one man, with the idea that money was being saved by doing so. It shows how much attention can be given to supervision. I worked on an average, about 18 hours per day, with results unsatisfactory to myself and disadvantageous to the company. To show some of the dis¬ cipline (?) on that road in comparison with the operation of the German rail¬ roads of which we have heard this evening, permit me to relate a personal experience with a passenger train flagman. One of the cars of a train on which I was traveling West one morning, developed a very hot box, which compelled us to stop to fix it. The con¬ ductor told the rear brakeman, whom he called “Jack”, to go back with the flag. He then went forward to hurry the work on the hot box. I was interested in seeing where Jack went. Being wreck master I wasn’t looking for any job in that line (laughter). I found Jack about 500 feet or so to the rear of the train, leaning against a rock complacently smoking a cigarette, whereas, according to our book of rules he should have gone back from 15 to 17 tele¬ graph poles along the line. I asked him if he was flagging the train. His reply was gruff and he wanted to know “who in h-was flagging this train.” I told him as far as I could see “no one was.” With still more abuse he wanted to know who in the devil I was, anyway. I then informed him that I was talking to him in the capacity of wreck master, was not looking for a job which his neglect was liable to give me, and declared”this is enough.” Upon my return home I made a report of the incident and Jack flagged neither passenger nor freight trains again. The safety of passengers and the property of the company were of more consequence to me than the person of an insolent and criminally careless brakeman. This I believe is an illustration of the difference in results of supervision and training between Germany and some of the systems in this country. (Applause.) The PRESIDENT—Our friend Teufer is evidently a disciplinarian, and I hope that there are not many other “Jacks” in the service who need the discipline which he doled out to this particular “Jack” of whom he speaks. I have known Mr. Teufer a great many years and I know that he has few equals as a practical mechanic and his remarks indicate his ability in firing an insubordinate understudy. Is there any other gentleman who wishes to discuss this subject? Mr. Syze, I dislike to call names, but you look so inviting that I would like to victimize you a trifle; may we hear from you? Mr. SYZE—Inasmuch as some of the speakers this evening have stolen a good deal of the thunder I had canned up for the next meeting, I trust you will not insist upon my speaking at this time. The PRESIDENT—I will not insist, but we would be pleased to hear from you. Mr. SYZE—I beg to be excused, Mr. President. The PRESIDENT—Won’t some gentleman kindly volunteer. There must be some one who wishes to speak upon this subject. It is so embarrass¬ ing for the speaker to insist in this manner, in fact it is very uncomfortable. If not—and you will regret the lost opportunity—we will call upon the Professor in rebuttal, and for reply to the several inquiries in his diplomatic, neat, kindly manner, with “malice toward none and charity to all.” PROFESSOR CUNNINGHAM—That final introduction makes me a trifle dizzy. (Applause). I have nothing to rebut. This will hardly be a rebuttal speach, as the gentlemen who have spoken have agreed with me in the main, and spoken so well and have so completely covered the topics to which they addressed themselves, that there is little for me to add. Mr. Harwood criticised in a mild way the delay to passengers at stations and the possible inconvenience in taking trains. It is true that it is generally necessary in Germany to allow more time at stations than is customary here. This is partly because the foreigner is not familiar with the layout of the station and the particular ticket window to which he should go to pur¬ chase his ticket. The customs and the rules are very well known to the Germans and they suffer no inconvenience on that account. In my own ex¬ perience I missed a train from Berlin to Stettin, although I arrived at the station twenty minutes before the train was due to leave. That, however, was not chargeable to the German system. It was due to my own ignorance and the holiday rush at that time. It happened on the day following that on which the schools closed, and there was a large travel for the Stettin line. I happened to get in the line at the wrong ticket window, and after my turn finally came the young lady ticket seller directed me to the other side of the waiting room. There I had to go through the same time consuming per¬ formance, and as there was baggage to be taken care of I lost my train. The ticket might have been purchased in advance at any of the uptown offices, and a seat reservation made, had I had that foresight. I think Mr. Harwood is mistaken in assuming that the policy of the German railways has settled upon the use of the metal tie. The policies of the German States differ. In some states they are making all renewals with metal ties. In other states they are not doing so. The columns of the official weekly railway publication—the Zeitung des Vereins Deutscher Eisenbahn- verwaltungen, frequently has discussions on this subject, and you will find translations of some articles in the publications of the International Railway Congress within the past year. In Prussia, where one would expect to find steel ties on account of there having so many steel mills, steel ties are not used to such a large extent. My recollection is not clear as to whether it is in Bavaria or Saxony that the percentage of steel ties is greater, although there facilities for manufacturing them are less extensive. There is no established policy for Germany as a whole. The question is not yet settled. The official statistics show that about one-third of the ties are of metal and two-thirds of treated wood. The wooden ties are all creosoted. Mr. Harwood mentioned that it is necessary to buy first-class tickets to travel on sleeping cars in Germany. Sleeping cars are of both first- and second-class, and one may buy accommodations in a second-class sleeping car and travel comfortably. He is correct, however, in his comments on their lack of comfort during the day portion of the trip. The berths are not con¬ vertible into seats as are those in. our sleeping cars. With respect to the lack of through cars, I think the criticism of Mr. Harwood applies more to other European countries than to Prussia. There is a generous provision of through cars throughout Prussia. In fact, it is usual to have several trains from all important stations with through cars to important points beyond. From Cologne, for instance, there are through cars to Paris, Ostend, Amsterdam, Bremen, Hamburg, Hannover, Berlin, and all important points in Central or Southern Germany. If one chooses the proper train, change of cars is infrequently necessary. My impression in that respect was just the opposite of Mr. Harwood’s. Probably his criticism as to lack of through cars applies to Italy, Austria, Sweden and other countries where through cars are not run to the same extent as in Prussia. I am sure that it is a rare pleasure for the Club to hear the masterly analysis of Baron Von Eltz. His apology for his fancied lack of facility in handling the English language is certainly unnecessary. His manner of treat¬ ing the subject shows a clear understanding of our system, and his admirable diction and clear expression show also how well he has mastered our language. I agree with him in his conclusion that American freight rates are too low to afford a proper return. I did not mean to imply in this paper that our rates were too high. The railways certainly have reached the lower limit in freight rates, and in many cases there is justification for their appeal for authority to make slight increases. I was aware of the regularity with which freight trains are run, but by oversight I omitted to mention it in my paper. This graphic time table shows all those freight trains as well as the passenger trains. Their regular as well as their extra freights are already scheduled on the time table. I agree also with Baron Von Eltz as to the superior efficiency of the Ger¬ man locomotive. The German motive power official is thorough and scientific in designing and in methods of operation, and the results speak for themselves. I have touched upon the refinements in design and their high fuel efficiency. The regularity of the service and freedom from engine failures is remarkable. I can speak with some assurance because during the three months I traveled around Prussia the trains were almost invariably on time, and when late they were only a few minutes late. I do not think that any train on which I rode was more than five or ten minutes late. The trains, as Mr. Harwood 3i«2 observed, apparently are not keyed up to the same speed as our American trains. They apparently do not move as fast, but they make good average time, because of their adherence to the schedule. I think Mr. Waitt has placed his finger on the weak spot in American railway organization. The weakness in American railway organization lies in the lack of supervision and the relatively small number of railway officers. As Major Hine put it so aptly, the thing to do when earnings drop off is not to cut off officials, but to increase them. The policy of American railways is generally just the opposite, to apply the knife, cut to the quick, and bring down expenses, forgetting that in cutting off train masters here and there, or assistant foremen or other men in a supervising capacity, much more is lost in the decreased efficiency of the forces. Mr. Waitt’s remarks on the cleanliness and orderliness in German pass¬ enger stations are very well put. The neatness and regard for the comfort of passengers is very noticeable. The Club also has reason to congratulate itself on having the privilege of listening to Major Hine. Major Hine, in recounting the experiences of his line in Mexico, modestly omitted any reference to his own part in the struggle to keep open the railway lines of communication. According to the newspapers Major Hine has been at the front himself in all these scraps and more than once has been under fire. I wish he had gone further into the question of organization, because his views on railroad organization always have a wide audience, and are highly respected. (Applause.) Answering the question of one of the gentlemen regarding steel car con¬ struction in Germany, I would say that there are very few all-steel cars. Those that are in use are experimental cars, and are confined to freight service, such as special coal cars, tank cars and lime cars. Mr. Waitt informs me that steel underframes are used now on all new four and six axle passenger coaches. I think that answers all the questions which were asked and since the hour is already late, I will not tax your patience to any greater extent. (Great applause.) The PRESIDENT—The thanks of the New York Railroad Club are tendered, and we trust, will be accepted by the very able and eminent speakers of the evening. The election of applicants proposed at the meeting of March 21st is next in order. The number is 32. If some one will move that the Secretary cast the usual ballot. On motion duly made and seconded the said applicants were duly elected. The PRESIDENT—The number of applications for membership at this meeting is 46, and the names will now be announced by the Secretary. The SECRETARY read the list as follows: Adams, Edward D.Chairman of the Board, Western Maryland Rail¬ way Company, 71 Broadway, New York City Ahrens, C. R.Storekeeper, D. L. & W. R. R., Hoboken, N, J. Aishton, R. H.Vice-President, Operation & Maintenance, C. & N. W. R. R., 226 Jackson Boulevard, Chicago, Ill. Barry, J. G.Manager, Railway Dept., General Electric Company, Schenectady, N. Y. Beck, Peter P.Sales Agent, The Bettendorf Company, 2054 Grand Central Terminal, New York City Boniface, Henry.Superintendent of Inspection, Third Avenue Rail¬ way Company, 2396 Third Ave., New York City Bower, C. M.General Sales Agent, Hewitt Rubber Company, Room 1011, 111 Broadway, New York City Brady, James C.Director, New York Municipal Railways, 54 Wall Street, New York City Carr, E. T. M.Train Master, C. R. R. of N. J., Long Branch, N. J. Close, Charles L. . . .Manager, Safety, Relief, Sanitation & Welfare Bureau, United States Steel Corporation, Room 2014, 71 Broadway, New York City Craig, Joseph H.Assistant Comptroller, United States Steel Cor¬ poration, Room 1713, 71 Broadway, New York City Downing, I. W.Master Car Builder, L. S. & M. S. R. R., Collinwood, O. Hugart, Arthur F . . . Chief Clerk, Third Ave. Railway Co., 2396 Third Ave., New York City Hughes, John.Special Agent, United States Steel Corporation, Room 1817, 71 Broadway, New York City Hughitt, Marvin.... Chairman of Board, Chicago & Northwestern Rail¬ way Co., 226 W. Jackson Boulevard, Chicago, Ill. Jerram, P. W.Salesman, Carborundum Co., 2713 Newkirk Ave., Brooklyn, N. Y. Kruttschnitt, Julius.Chairman, Executive Committee, Southern Pacific Railway Co., 165 Broadway, New York City Lovett, Hon. R. S.Chairman, Executive Committee, Union Pacific Railway Co., 165 Broadway, New York City McGraw, F. H.Supt. Construction, Westinghouse, Church, Kerr Co., 86 Phillip Street, Jersey City, N. J. McMurrer, Frank J.Westinghouse Traction Brake Company, 165 Broadway, New York City 3184 Marshall, W. H.President, American Locomotive Company, 30 Church Street, New York City Mellen, C. S.President, N. Y. N. H. & H. R. R., New Haven, Conn. Moon, Dewitt C.General Manager, L. S. & M. S. R. R., Cleveland, O. Parsons, Charles. .. .Assistant to Supt. of Agricultural Dept., L. I. R. R., 99 Park Ave., New York City Poore, G. A.Chief Clerk to Gen. Mgr., N. Y. N. H. & H. R. R., New Haven, Conn. Reid, D. G.Chairman of the Board, Rock Island Lines, 14 Wall St., New York City Rhoda, Howard M.M. M., L. Island Electric Railway, 96 So. 16th St., Flushing, N. Y. Rine, Edwin M.Gen. Supt., D. L. & W. R. R., Scranton, Pa. Scott, C. W.North Western Construction Co., 30 Church St., New York City Sercombe, F. W.Assistant Controller, U. P. R. R., 165 Broadway, New York City Shepard, F. L.Gen. Supt., P. R. R., Penn. Station, New York City Shipman, Frank J.Sales Mgr., Southern Mfg. Co., 92 William St., New York City Shonts, Theodore P.President, I. R. T. Co., 165 Broadway, New York City Smith, Brenton G.Foreman Wireman, New York Rys. Co., 1293 Madison Ave., New York City Splitstone, C. H.Chief Draughtsman, Erie Railroad, 50 Church St., New York City Stevenson, W. W.Director, Chicago, Peoria & St. Louis Railroad, 32 Nassau Street, New York City Sullivan, W. J.Secretary to President, United States Steel Corporation, 142 North Street, Richmond Hill, L. I., N. Y. Taft, Hon. William H.. .Ex-President of the United States, New Haven, Conn. Underwood, Frederick D.President, Erie Railroad, 50 Church St., New York City Vanderbilt, W. K., Jr.. .V. P., N. Y. C. & H. R. R. R., Room 3405 Grand Central Terminal, New York City Vauclain, Samuel M.V. P., The Baldwin Locomotive Works, 500 N. Broad St., Philadelphia, Pa. Wickham, C. M.Traveling Engineer, Locomotive Superheater Co., 708 Park Place, Schenectady, N. Y. Williams, T. S.President, Brooklyn Rapid Transit Co., 85 Clinton St., Brooklyn, N. Y. Wilson, Garret H.Supt. Electric Division, N. Y. C. & H. R. R. R., Room 1032, Grand Central Terminal, New York City Worthington, W. A.V. P., and Asst. Director, Maintenance and Operation, Southern Pacific Ry. Co., 165 Broadway, New York City Yoakum, Benj. F.Chairman, Frisco Lines, 71 Broadway, New York City The PRESIDENT—The paper for the May meeting will be by Mr. Frederick C. Syze—our Third Vice President. It is entitled “Thoughts on Discipline.” You may feel assured the subject will be admirably presented. As usual, refreshments have been provided, of which all are invited to partake in the adjoining room. A motion to adjourn is in order. On motion duly seconded, the meeting adjourned at 11.05 P. M. J. S. COFFIN, Pres. SAMUEL G. ALLEN, Vice-Pres. C. L. WINEY, Sec’y & Treasurer FRANKLIN RAILWAY SUPPLY COMPANY - Specialists in - Devices That Make for Economy MAIN OFFICE: 30 CHURCH ST., NEW YORK CHICAGO OFFICE: 332 S. MICHIGAN AYE. SAN FRANCISCO OFFICE: 795 MONADNOCK BLDG. McNab & Harlin M’f’g Co. 50-56 JOHN STREET - - NEW YORK AND PATERSON - - NEW JERSEY MANUFACTURERS OF Valves, Cocks, Fittingfs, Etc. 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Air Brake Maintenance and Dividends A CASUAL analysis of profit and loss accounts demonstrates the value of maint taining air brake equipments at practically initial efficiency.—A poorequipmen well maintained is of more value to a road, both as a safety device and a dividend earning asset, than the best equipment poorly maintained.—In the first case the lim¬ itations of the brake can be allowed for, and its performance up to its limits relied upon; in the second case many or all of its functions may be so impaired that, as a time saver it becomes useless and as a safety device of questionable value. Those whose business it is to carefully analyze railroad profit and loss accounts appreciate that, in many cases at least, the normal operating expense may be greatly reduced, and much more efficient results obtained by adhering closely to a policy of best equipment, good maintenance and complete standardization of air brake apparatus. Westinghouse Air Brake Co., Pittsburgh, Pa. AMERICAN MALLEABLES COMPANY Malleable Iron Castings GENERAL OFFICES AND WORKS: LANCASTER, N. Y. STANDARD STEEL PLATFORMS are in use by 259 Companies SESSIONS-STANDARD FRICTION DRAFT GEARS are in use by 149 Companies BOTH MADE BY THE JTANDARD COUPLER. CO. CHICAGO NEW YORK People’* Get* Boil ding 2 Rector Street 3190 jhe A rnold Company ENGINEERS- CONSTRUCTORS ELECTRICAL - CIVIL-MECHANICAl 103 SOUTH LASALLE STREET CHICAGO I 3191 Wason steel or wood cars are today, as they have always been, as good as it is possible to build. Their extensive use in the finest trains in this country and abroad attests their record for superior design and sound construction. THE J. G. BRILL COMPANY Philadelphia, Pa. WASON MANUFACTURING COMPANY Springfield, Mass. Steam Railway Cars and Trucks FLANNERY BOLT COMPANY PITTSBURGH, PA., U. S. A. GEN’L OFFICES, VANADIUM BUILDING B. E. D. STAFFORD, GEN’L MANAGER J. ROGERS FLANNERY & COMPANY, Selling Agents VANADIUM BUILDING, PITTSBURGH, PA. GEO. E. HOWARD, EASTERN TERRITORY COMMONWEALTH SUPPLY CO., SOUTHEASTERN TERRITORY W. M.- WILSON, WESTERN TERRITORY TOM R. DAVIS, MECHANICAL EXPERT 3192 Chase’s GOAT BRAND nohair Car Plushes Are the Standard Twenty-five years of use has demonstrated their superiority in fin¬ ish, fastness of color, and in strength of fabric. L. C. CHASE & CO. 89 Franklin St., Boston 341 Broadway, New York 147 Fifth Avenue, Chicago WORTH BROTHERS COMPANY ■ HEADQUARTERS for =— OPEN HEARTH LOCOMOTIVE BOILER and FIREBOX STEEL PLATES and SHEETS A Iso —Operating our own blast furnaces, open hearth furnaces, plate mills, etc., among them the largest plate mill on the American Continent, and having a capacity of over one thousand tons plates per day, can supply materials fulfilling ordinary as well as most difficult specifications—all sizes—and make immediate shipments. WORTH BROTHERS COMPANY COATESVILLE, S pA!, d U. IIa* CHARLES SHULTS, 50 Church Street, New York City Car Curtains « Curtain Fixtures Sash Locks « Sash Balances NUT LOCKS IN ANY SECTION OF STEEL FOR ALL SIZES OF BOLTS THE NATIONAL LOCK WASHER. CO. Chicago, Ill. Newark, N. J. • 3 T 93 STAR BRASS MANUFACTURING CO. Original and Exclusive Manufacturers of “Non-Corrosive” Steam and Air Gauges. Extra heavy Muffled and Open Pop Safety Valves, Chime Whistles, Seibert Bulls Eye Lubricators, Automatic Water Gauges. Globe, Angle, Check, Cross and Blow-off Valves. Main Office and Works: 104-114 East Dedham Street, Boston, flass. Branches: New York City Chicago, III. Pittsburg, Pa. ROLLER BEARING Piston Air Drills Are the latest pneumatic drill production. If want the most effi- cient and up-to-date equipment, order the Thor drills or hammers. Write for circular giving latest information regarding Thor air tools. INDEPENDENT PNEUMATIC TOOL COMPANY Size C Chicago New York Pittsburgh Atlanta San Francisco THIS SPACE FOR SALE Sherwin-Williams PAINTS AND VARNISHES Are especially adapted for railway purposes, because each product is made for a specific requirement. No matter what the surface is there is an S-W product that will produce a durable and protective finish. Write for particulars The Sherwin-Williams Co. 116 W. 32 d Street NEW YORK, N. Y. 3194 ESTABLISHED 1853 INCORPORATED 1892 SWAN & FINCH COMPANY Manufacturers of Lubricating Oils Greases FOR ALL PURPOSES 151 Maiden Lane, New York A. C, PEABODY, President A. L EWIS, Vice President & Treasurer J. T. LEE, Secretary THE CURTAIN SUPPLY CO. Curtain Fixtures, Car Curtains, Curtain Materials. Hudson Terminal, 50 Church St., New York 320 'W r • Ohio Street, Chicago. MICA CHIMNEYS For Headlights, and for Caboose and Station Lamps, and Mica Lantern Globes STORRS MICA CO., R. R. Dept., OWEGO, N. Y. CROSBY STEAM GAGE & VALVE CO. Standard Locomotive Specialties Make a Perfect Equipment. Crosby Locomotive Pop Safety Valves, Plain or Muffled. Crosby Steam Pressure and Duplex Gages. Crosby Counter and Pressure Recorders. ORIGINAL Single Bell Chime Whistles. Johnstone Blow-off Valves. CROSBY STEAM ENGINE INDICATOR, with Sargent’s Electrical Attachment for tak- 1 ing any number of diagrams simultaneously. MAIN OFFICE AND WORKS, BOSTON MASS. Stores: Boston, New York, Chicago and London, Eng. Send for Catalogue and Prices. 3195 Over 50,000 Miles in Use Rolled from Best Quality Steel CONTINUOUS JOINT WEBER JOINT WOLHAUPTER JOINT THE RAIL JOINT CO. General Offices: ns llladison flee., 1L V. City cataio* at a^ucim: Makers of Base Supported Rail Joints for Standard and Special Rail Sections. Also Girder, Step or Compromise, Frog and Switch, and Insulated Rail Joints, protected by Patents. Highest Awards—Paris, 1900; Buffalo, 1901; St. Louis, 1904 Boston, Mass. Pittsburg, Pa. Chicago, Ill. Portland, Ore. Denver, Colo. St Louis, Mo. Troy, N. Y. London,E.C.,Eng. Montreal, Can- NATHAN M’F’G CO 85-^3 LIBERTY STREET, NEW YORK WESTERN OFFICE: 485 OLD COLONY BUILDING, CHICAGO Makers of MONITOR, SIMPLEX and NATHAN INJECTORS Injectors and Lubricators specially constructed for High Pressores, grading from 25 to 300 lbs. Nathan's Sight Feed Lubricators for Cylinders and Air Brakes, Steam Fire Extinguishers for Switching and Yard Engines, Boiler Washers, Rod and Guide Oil Cups, etc. SOLE AGENCY OF THE COALE MUFFLER SAFETY VALVE-S THIS SEAT HAS FEWER PARTS THAN ANY OTHER ^CUSHION AND BACK DETACHABLE WALKOVER (trade mark) NO LIFTING IN REVERSING NO TWISTING OF BACK * SUPERB SPRING FOUNDATION Our Patented Oval Base and Single Automatic Shift¬ ing Foot Rest leave the un¬ der part of seat entirely clear for luggage and greatly facil- itate floor-cleaning, CAR SEAT HALE AND KILBURN COMPANY New York Philadelphia Chicago THE NEW YORK AIR BRAKE CO. Trade Mark A Guarantee of Best Material and Workmanship Recommend as standard for the advantage of Railroads K-l & K-2 TRIPLE VALVES for Freight Cars L TRIPLE VALVES for Passenger Cars LT or ET EQUIPMENT for Locomotives and Tenders Trade Mark A Guarantee of Best Material and Workmanship 165 BROADWAY, NEW YORK 2021 Peoples Gas Bldg., Chicago, Ill 323 Ellicott Sq. Bldg., Buffalo, N. Y. * WORKS—WATERTOWN, N. Y. •§• 1122 Chandler Bldg., Atlanta, Ga. •§• 245 Monadnock Bldg., San Francisco, Calif. 3196 IMPROVED COMBINATION CENTER FASTENING OUR STEEL BACK BRAKE SHOES DECREASE MAINTENANCE COST INCREASE BRAKE EFFICIENCY AMERICAN BRAKE SHOE ft FOUNDRY CO. MAHWAH.N.J Hudson Terminal Bldg. McCormick Bldg. NEW YORK CHICAGO Pittsburgh Testing Laboratory Inspecting and Consulting Engineers and Chemists a Pittsburgh , Pa. branch Office50 Church Street , ZACew York City “CE-VE” PROCESS OF RAILWAY PAINTING REVOLUTIONIZES this line of work in TIME SAVED AN D DURABILITY CHICAGO VARNISH CO. CHICAGO 2100 ELSTON AVE. NEW YORK 36 VESEY ST. 3197 — AMERICAN^ Engineer I It telb the Story McCord Locomotive Fort« Faed l.ubnctlor E>§ifteer KERITE Railway Age Gazettes —The most thoroughly read and widely quoted technical journal. The subscription list contains every name of consequence in railway operation. Price, $5.00 per year, The Signal Engineer: —The only paper in the world devoted en¬ tirely to the signal department. Universally regarded as the authority in the field. Price, $1.00 per year. AMERICAN ENGlNEERs-Known as “The Railway Mechanical Monthly,” indispensable to Superintendents of Motive Power, Master Mechanics, Shop Superintendents and Shop Foremen. Price, $2.00 per year. SIMMONS-BOARDMAN PUBLISHING CO. New York Cleveland Chicago —I A PRACTICAL JOURNAL OP MOTIVE POWER, ROLLINQ STOCK AND APPLIANCES Is read by more people interested in ordering railway supplies than any other publication. Has the largest circulation of any railroad or engineering paper in the world. $2.00 a Year Sample Free ANGUS SINCLAIR COMPANY, 1 14 Liberty S New York ATRAMENT RUST-PREVENTING PAINT f. W. DEVOE & C. T. RAYNOLDS CO. NEW YORK MAKERS OF PAINTS, VARNISHES AND BRUSHES 3 >98 THE JANNEY “X” COUPLER The latest development of the M, C, B, Coupler, Has “ Lock-to-the-Lock”, “ Lock-Sei” and “Knuckle-Opener”, Janney simplicity. MANUFACTURED ONLY BY THE McCONWAY & TORLEY CO. PITTSBURGH, PA. COLUMBIA MACHINE. WORKS and MALLEABLE IRON CO. MANUFACTURERS OF Electric Railway Materials 3rd Rail Brackets. 3rd Rail Inclines. 3rd Rail Terminals. Iron and Brass Castings, Forgings, Etc. Atlantic Ave. $ Chestnut St., - BROOKLYN, N. Y. I U ASBESTOS & W M MAGNESIA RAILROAD SUPPLIES Pipe Coverings J-M Hair Felt Keystone Hair Insulator J-M Asbestos Roofing J-M Asbestos Cements J-M Retort Cements High Pressure Packings J-M Permanite Packing J-M Kearsarge Packing J-M Kearsarge Gaskets J-M Vulcabeston Packing J-M Air Brake Cylinder Packing Expander Ring Vulcabeston Rope Packing J-M Underground Conduit j-M Waterproofing Materials Locomotive Lagging Fire Extinguishers Smoke Jacks Asbestos Wood J-M Leak-No Metallic Compound Metallo Metal Polish J-M Fibre Conduit 1 WRITE FOR CATALOG No. 252 H. W. JOHNS-MANVILLE ■ 0 O new York and every Large city 1 ?I9Q PEERLESS RUBBER MANUFACTURING CO. Manufacturers of Fine Mechanical Rubber Goods for Railroad Equipment F. O. DONNELL, Manager Railroad Dept. Ramapo Iron Works Main Office, HILLBURN, N. Y. Works, HILLBURN, N. Y., and NIAGARA FALLS, N. Y. FROGS, SWITCHES, CROSSINGS, CARS, &c. AUTOMATIC SAFETY SWITCH STANDS Gears and Pinions lubricated with Whitmores Gear Protective Composition show an increased life of three to five times greater, at no increased cost per thousand gear miles. A test will prove that our statement is true. The Whitmore Manufacturing Company Lubricating Engineers Cleveland, Ohio 3200 RAILROADS PREFER T ‘KEWANEE’' UNIONS The Division Superintendent of an important railroad system re¬ cently said to one of our repre¬ sentatives: “The union with no inserted parts ” “Our men would rather have the ’Kewanee’ union than any other union” Because railroads use large quantities, all material purchased must measure up to a high standard—mechanical equipment especially. The railroad system mentioned uses many thousands of “Kewanee ” Unions on every division. Ask for a copy of illustrated booklet “THE WHOLE KEWANEE FAMILY*’ NATIONAL. TUBE COMPANY General Sales Offices. Frick Bldg., PITTSBURGH, PENNA. District Sales Offices: Atlanta, Boston, Chicago, Denver, Kansas City, New Orleans, New York, Philadelphia, Pittsburgh, Salt Lake City, St. Louis, St. Paul Pacific Coast Representatives: U. S. Steel Products Co. San Francisco Seattle Portland Los Angeles Export Representatives: U. S. Steel Products Co., - New York City Beckwith-Chandler Co, MANUFACTURERS OF HIGH-GRADE VARNISHES NEWARK, N. J NEW YORK 201 Emmett Streefl 320 Fifth Avenue 3201 Specialists in Superheaters for Locomotives Locomotive Superheater Company 30 CHURCH STREET, NEW YORK ECONOMIES SHOWN BY OUR FIRE TUBE SUPERHEATERS : 1- A reduction in coal consumption of 20 to 25 per cent 2- A reduction in water consumption of 25 to 35 per cent 3- An all-around smarter engine, working at a reduced boiler pressure 4- A reduction in the cost of boiler repair 5- A much more powerful engine, without increase in weight Over 11.000 in Successful Operation or Under Construction “I WINDOW FIXTURES SHADE ROLLERS SASH BALANCES AUTOMATIC PLATFORM TRAP DOORS FOR BLUE PRINTS AND INFORMATION ADDRESS THE 0.M.EDWARDS CO. SYRACUSE, N.Y. 3202 4 3% LESS COAL Mallet locomotives on the Hinton Division of the Chesapeake & Ohio Railway cost 2.8 cents per 1,000 ton- miles for fuel, as against 5 cents per 1,000 ton-miles with Consolidations, a saving of 43 per cent, in favor of the Mallets. This is done in road freight service as shown by rail¬ road company records for eight months. AMERICAN LOCOMOTIVE COMPANY 30 CHURCH STREET, NEW YORK. WHMINE] R DRAFT RIGGING SI DE BEAR 1 N G S KING PISTON ROD AND VALVE STEM PACKING ‘Ike UNITED STAT ES METALLIC PACKING COMPANY PHILADELPHIA 3203 E. M. ZEHNDER, Pres. C H. ZEHNDER, Yice-Pres. L. M. HORTON, Sec’y and Treas. THE SCRANTON BOLT & NUT CO., SCRANTON, PA. [ew YorK Office, West Street Bldg, C. E. BRODHEAD, Jr., N, Y, Sales Agt. A Modern Plant. Complete Equipment. Producing Annually 40,000 Tons of “Diamond Z” Brand Bolts, Nuts and Iron Products STANDARD HEAT AND VENTILATION COMPANY (Inc.) HEATING APPARATUS for RAILWAY CARS and LOCOMOTIVES .... Storage Battery Charging Plugs and Car Receptacles Car Ventilators 141 Cedar St. . . . New York RAILWAY STEEL-SPRING GO. General Office: CORTLANDT BLDG. 30 CHURCH ST. NEW YORK Springs Steel Tired Wheels Locomotive and Car Wheel Tires BRANCHES CHICAGO DETROIT LOUISVILLE MEXICO CITY ST. LOUIS ST. PAUL WASHINGTON 1204 NATIONAL WHEEL COMPANY MANUFACTURERS OF “STAR SPECIAL” Reg. U. S. Patt. Off. CHILLED CAST IRON CAR WHEELS WORKS: Rochester, N. Y. Pittsburgh, Pa. Sayre, Pa. Cleveland, O. New York City, N. Y. General Offices: PITTSBURGH, PA. New York Office: 556 WEST 34th STREET Phila. Office: 506 FRANKLIN BANK BLDG. M¥¥ W £* Railway machine tools IN i fj JLj *3 ELECTRIC TRAVELING CRANES COMPLETE EQUIPMENT FOR LOCOMOTIVE AND REPAIR SHOPS NILES-BEMENT-POND COMPANY 111 BROADWAY, NEW YORK J. H. GAUTIER & CO. — _ JERSEY CITY, N. J. == Fire Brick Black Lead Crucibles 3205 RAILWAY APPLIANCES COMPANY W. W. HOIT B. T. LEWIS Eastern Sales Manager Western Sales Manager West Street Bldg., New York Old Colony Building, Chicago FLay Self-ContaJned Snow Flangers Priest Snow Flnngers a.nd Repadr Pa^rts Interurbexn Electric Snow Flangers Fewings’ Car and Engine ILepla.cers Gilman-Brown Emergency Knuckles R. A Skid Shoes Ajax Vestibule Diaphragms Ajax Vestibule Curtains Ajax Special Curtain Shields and Brackets A)ax **Self-ReIea.sing” Curtain Handles Globe Ventilators for Cars and Buildings U. S. METAL a MFG. CO. 165 BROADWAY. NEW YORK CITY Atlanta Railway Supplies CH,CAC0 SELLING AGENTS FOR Dunham Hopper Door Device “Texoderm” Feasible Drop Brake Staff “Safety” One-Piece Steel Ladder “Empire” Pressed Steel Bolster Kling Bolts Detroit Box Car Door Car Varnishes Steel Axles Columbia Lock Nut SOLE EASTERN AGENTS FOR ST. LOVIS SVRFACER and PAINT CO. GENERAL EASTERN AGENTS FOR HUTCHINS CAR ROOFING CO. SPECIAL AGENTS FOR THE TOOL STEEL GEAR PINION CO. SPECIAL AGENTS FOR THE POLLAK STEEL CO. Use Butler Drawbar Attachments FRICTION RIGGING PIPER PATENTS 250,000 Lbs. Capacity Has all the points of a PERFECT GEAR TANDEM SPRING ATTACHMENTS 6Kx8 or 8x8 DRAFT SPRINGS PERFECT SPRING PROTECTION BUTLER DRAWBAR ATTACHMENT CO. Send for Catalog CLEVELAND, OHIO G-E MOTORS DRIVING GRINDER There’s a G-E Grinder for Every Class of Service Requiring Power T HE APPLICATION of electric motors to machine tools is a subject of increasng importance and interest. In considering the subject of motor driven tools, this one feature stands out promi¬ nently: The individual drive permits the arrangement of the driven machines to the best possible advantage, as each machine then becomes an independent unit and can be started or stopped without regard to the remaining equipment. The resultant economy in floor space, elimination of shafting and belts with their attendant losses, better lighting and ventilation, and possibility of overtime operation with power charges directly proportionate to the output, are all features worthy of most careful consideration. All manufacturers of machinery or devices consuming power are called upon— or will be, sooner or later—to furnish their products with motor drives. The General Electric Company makes a motor for every service, a controller for every motor and has skilled engineer specialists to combine them properly after careful study of local conditions. General Electric Company Motors are built for hard service and to endure severe mechanical strains without injury to bearings, shaft or other parts. They stand full load continuously, and reasonable overload with sudden variation, without the slightest indication of electrical troubles. We issue a large number of Bulletins, giving specific information on all varieties of motor requirements. General Electric Company Largest Electrical Manufacturers in the World General Office: Schenectady, N. Y. District Offices in: Boston, Mass.; New York, N. Y.; Philadelphia, Pa. Atlanta, Ga.; Cincinnati, 0.; Chicago, Ill.; Denver, Colo.; ban Francisco, Cal. Sales Offices in all Large Cities 4164 3207 A Supreme Success for Car Curtains "pHE success of Pantasote has pro¬ duced imitations worthless and dan¬ gerous. They can be detected by ap¬ plying a lighted match to the coated surface. The imitations burn fiercely; Pantasote will not burn and is water¬ proof, grease-proof, stain-proof, readily cleansed and always flexible. Samples and particulars on application. Pantasote Co. 11 Broadway, New YorK City Gould Coupler Co. OFFICES 30 East 42d Street New York The Rookery, Chicago Depew, N. Y. WORKS Axle Forge, Depew, N* Y Malleable Iron, Depew, N. Y. Cast Steel, Depew, N. Y« Gould Friction Draft Gear Gould Couplers Gould Bolsters 3208 THIS SPACE FOR SALE THe Burnet Company RAILWAY AND ELECTRICAL SUPPLIES 69 SOUTH STREET. NEW YORK 1800 Park Avenue, New York 141 Milk Street, Boston, Mass. The Murphy Varnishes ASHTON MUFFLERS POP VALVES and STEAM GAGES MERITS AND REPUTATION U INI EQUALLED Our Muffler the only one with outside top regulation for the pop. Always available. THE ASHTON VALVE CO. BOSTON, MASS. 3209 THE BOYER RIVETING HAMMER IS PREFERRED BY THE MAN WHO KNOWS Because it Drives Rivets better than any other. Because it vibrates less and is not so hard on the nerves. Because he knows that when he undertakes a piece of work he will finish it, not by hand, not with some other pneumatic hammer, but with the same BOYER HAMMER, with which he started. Because the rapidity with which it drives the rivets, and the skillful, untiring waylin which it WORKS, commands his repect. Because the energetic way in which it performs its duty, inspires him and thrills him with the TRUE DIGNITY OF LABOR. OUR SPECIALTY is the manufacture and sale of Pneumatic tools that work. Read our catalogues and see how our Boyer Hammers, Little Giant Drills, Duntley Electric Drills and Chicago Pneumatic Air Compressors will save you labor and reduce your costs. Address Dept. GG. Chicago Pneumatic Tool Co. Chicago Office Branches New York Office 1010 Fisher Bldg. Everywhere 50 Church St. This cut shows one type of THE ONLY DOUBLE PUMP Hydraulic Jack with but a single pressure valve on the market This Jack is operated in the usual way, excepting that when both pumps are used the valve handle is turned to the left; when one pump only is used, it is turned straight downward. The lowering is done by turn¬ ing the valve handle to the right or by using the lever in the ordinary manner. RICHARD DUDGEON Inventor of the HYDRAULIC JACK Broome and Columbia Streets - - New York 3210 Manning, Maxwell & Moore ** * ( INCORPORATED ) Machine Tools and Railway Supplies Owning and Operating THE SHAW ELECTRIC CRANE CO. Shaw Electric Traveling Cranes Shaw Wrecking Cranes THE ASHCROFT MFG. CO. Steam, Pressure or Vacuum Gauges Tabor Steam Engine Indicators Edson Recording Gauges THE CONSOLIDATED SAFETY VALVE CO. Consolidated Pop Safety Valves THE HANCOCK INSPIRATOR CO. Hancock Inspirators Hancock Ejectors Hancock Valves THE HAYDEN & DERBY MFG. CO. Metropolitan Injectors H-D Ejectors 85-87-89 LIBERTY STREET, NEW YORK 111-13 N. Canal St. Chicago, Ill. [Park Building, Pittsburgh, Pa. 721 Arch St. - Philadelphia, Pa. 1262 Ontario St., Cleveland, 0. 45 Oliver St., - Boston, Mass. Monadnock Building, Frisco Building, St. Louis, Mo. | San Francisco Cal. Yokohama, Japan. Majestic Building, Detroit, Mich. White Building, - Buffalo, N. Y. First National Bank Bldg., Cin., 0. P. 0. Box 1252, New Haven, Conn. HYDRAULIC TOOLS 9 WATSON-STILLMAN Hydraulic Jacks have great safety factor and handle large overloads safely. €J We build Jacks for all lifting purposes and will modify standard construction to meet special con¬ ditions if necessary. Tell us what Jacks or other railroad hydraulic tools you need and we will send literature. The Watson-Stillman Co. 1571 Hudson Terminal Bldg., New York City Rw-C W nSBaS©' THIS COUPLER No. 33 TD with the TWO-PIECE HOSE CLAMP insures immunity from coupler delays CONSOLIDATED CAR-HEATING COMPANY ALBANY NEW YORK CHICAGO 321 I No. 186 Electric Combination Engine Lamp Suitable for electricity, with oil fount inserted for emergency use should electric current fail. This is one of the latest “Dressel Lamps,” and there are many other styles of lamps meeting every requirement of the railway service. THE DRESSEL RAILWAY LAMP WORKS 3860-80 Park Avenue NEW YORK CITY Malleable Iron—Dust Proof Oil Tight — Indestructible No Repairs McCord ( People'* Gas Bldg. CHICAGO Company New York THE McCORD JOURNAL BOX Steel Shades and Reflectors WHite Enameled or Ja^)an>%ed Shapes and Sizes to Order Light Durable and Beautiful LALANCE $ GROSJEAN MANUFACTURING CO. Chicago New YorK Boston Manufacturers of the Celebrated AGATE NICKEL-STEEL WARE •5212 PINTSCH SAFETY MANTLE LIGHT A Cent a Burning Hour Long Mantle Life ELECTRIC LIGHT Axle Driven Dynamo Long Lamp Life THERMO-JET CAR HEATING Minimum Pipe—Perfect Control The Safety Car Heating 8 Lighting Co. 2 RECTOR ST. NEW YORK CHICAGO, PHILADELPHIA BOSTON, SAN FRANCISCO ST.LOUIS, MONTREAL. WASHINGTON STANDARD STEEL CAR CO. OFFICES General Offices, FRICK BLDG., PITTSBURGH, PA. NEW YORK, 170 Broadway CHICAGO, Fisher Bldg. WORKS HAMMOND, IND. BUTLER, PA. NEW CASTLE, PA. STEEL AND COMPOSITE FREIGHT CARS For all Classes of Service from our Standard Designs, or According to Specifications of Purchasers . . . STEEL CAR UNDERFRAMES TRUCKS, BOLSTERS BRAKE BEAMS, ETC. CAPACITY 50,000 CARS PER ANNUM. INQUIRIES SOLICITED. 3213 FREIGHT AND PASSENGER -CARS- For Steam and Electric Railways ALL STEEL OR COMPOSITE CONSTRUCTION Bolsters, Brake Beams, Carlines, Side Stakes and other Pressed Steel Specialties PRESSED STEEL CAR COMPANY New York, Pittsburgh, Chicago, Washington, D. C. 3214 United States Mortgage & Trust Company NEW YORK Member N. Y. Clearing House Association DEPOSITORY FOR United States Postal Savings System State of^New York, City of New York Court Funds Moneys of Bankrupt Estates Cotton and Coffee Margins Reserves of State Banks and Trust Companies Securities of Individuals, Corporations and Reorganization Committees Capital & Surplus $6,000,000 55 Cedar Street Modern Safe Deposit Broadway at 73d Street and Storage Facilities 125th Street at 8th Avenue at all offices Illuminating T B-“PHENO” Glassware For globes that can be de¬ pended on to give the most pleasing service, there are none quite as good as “Phoenix Quality.” For the most beautiful soft light and best illumination use “Pheno” Reflectors. Especially good for Rail¬ road use. Ask for catalogues. THE PHOENIX GLASS CO. Makers of “Phoenix Quality’’ Globes New York Chicago Boston Pittsburgh 3215 THIS SPACE FOR SALE Bronze Metal Company Owners and Manufacturers of Vim Metal for Bearings Manufacturers of BRASS, BRONZE, COMPOSITION CASTINGS and BABBITT METAL. JOURNAL BEARINGS a Specialty 30 CHURCH STREET - - - NEW YORK Makes Staybolt Inspection Easy Saves Flue Troubles Reduces Engine Failures Easy to Apply and Remove \ fcYl Small Brick of Light Weight ± LI V.JLA Coo] Qff Security Sectional WCcm\) other American Arch Company good features 30 Church St., New York - McCormick Bldg., Chicago H UTCHINS AR KOOFING jJoMPANY C AR R H U T C H I N S General Offices New York Chicago . Detroit, Mich. U. S. Metal & Mfg. Co. . . Spencer Otis Co. MANUFACTURERS ♦ALL STEEL STEEL CARLINE OUTSIDE METAL INSIDE METAL PLASTIC SURFACE COATED DETROIT CAR DOORS *The Hutchins All Steel Steel Carline Roof meets modern requirements. It is a 20th Century Triumph of Mechanical Skill. C A R R O O F S 3 2I 7 This “Tool Steel” Pinion HAS ALREADY GIVEN SEVEN TIMES THE LIFE OF__= ORDINARY GRADES BUY THE BEST THE TOOL STEEL GEAR & PINION CO. Cincinnati, O. Eastern Representatives, U. S. METAL & MFG. CO., New York The Prepayment Car insures Better Service for the Money to the Public; Better Money for the Service to the Road. Increased Collections, Eliminated Accidents, Improved Schedules and Greater Comfort make Prepayment a Paying Proposition. PREPAYMENT CAR SALES CO. Sole Licensor The Pay-As-You-Enter Car Corp’n and The Pay-Withm Car Co. MAIN OFFICE: 50 CHURCH STREET. NEW YORK COATESVILLE ROLLING MILL COMPANY Knobbled Hammered Charcoal Iron Locomotive Tubes Like the postage stamp “stick” to the end. We do not change the quality of our charcoal iron tubes, neither do we change the name of our product. We stick to the original charcoal iron tube. COATESVILLE ROLLING MILL COMPANY CHARLES SHULTS, Railroad Representative 50 Church Street. New York City COATESVILLE, PA. 3 2I 8 THE UNITED STATES GRAPHITE COMPANY Miners of Graphite and Manufacturers of Graphite Products LUBRICATING GRAPHITE, LUSTRE FOR LOCOMOTIVE FRONT ENDS, GRAPHITE PAINT, BOILfiR GRAPHITE, GRAPHITE JOINT COMPOUND. Saginaw U. S. A. Michigan New York Office, 30 Church Street Symington Farlow Baltimore Journal Draft Center Boxes Gear Bearings THE T. H. SYMINGTON COMPANY Baltimore Rochester New York Chicago The Poliak Steel Company Cincinnati, Ohio AXLES andFORGINGS OF EVERY DESCRIPTION P O L L A K SPECIAL HEAT TREATED AXLES in service on largest Street Railway, Interurban elevated and subway systems in the United States. Quotations and further information furnished promptly. EASTERN SELLING AGENTS U. S. METAL AND MANUFACTURING CO. 165 BROADWAY, NEW YORK 3 2 T Q . —•' . . . . ... --- : . , Seventy Foot Steel Coach for New York Central Lines AMERICAN CAR AND FOUNDRY COMPANY NEW YORK CHICAGO ST. LOUIS FREIGHT AND PASSENGER CARS FOR ALL CLASSES OF SERVICE 3 22 ° SCULL1N-GALLAGHER IRON AND STEEL COMPANY Foundries: ST. LOUIS, MO. CAST STEEL BOLSTERS AND TRUCK SIDE FRAMES Eastern Sales Office s 2050 GRAND CENTRAL TERMINAL NEW YORK CITY FRANK L. NORTON Vice-President H. H. WALDRON Sales Agent Union Spring & Manufacturing Co. SPRINGS KENSINGTON ALL STEEL JOURNAL BOXES PRESSED STEEL JOURNAL BOX LIDS STEEL CASTINGS Lightest and Strongest M. C. B. Journal Boxes Made WORKS: GENERAL OFFICE: NEW KENSINGTON, PA. OLIVER BUILDING, PITTSBURGH, PA NEW YORK.Singer Tower CHICAGO.Fisher Building ST. LOUIS ------- Missouri Trust Building RICHMOND, VA. ----- American National Bank Building LOUISVILLE, KY..42 Todd Building 3 221 INDEX TO ADVERTISERS PAGE American Arch Company.3216 American Brake Shoe Foundry Co. 3197 American Car & Foundry Co. 3220 American Locomotive Company.... 3203 American Malleables Co.3190 Anglo-American Varnish Co. (The) . 3190 Arnold Company (The). 3191 Ashton Valve Co. (The). 3209 Baldwin Loco. Works, The Inside Back Cover Barnum-Richardson Co.3188 Beckwith-Chandler Co. 3201 Brady Brass Company.Outside Front Cover Brill, Company, J. G.3192 Bronze Metal Company.3216 Burnet Company. 3209 Butler Drawbar Attachment Co. 3206 Chase (L. C.) & Co.3193 Chicago Pneumatic Tool Co.3210 Chicago Railway Equipment Co. Outside Back Cover Chicago Varnish Co.3197 Coatesville Rolling Mill Co. 3218 Columbia Machine Works and Mal¬ leable Iron Co. (The).3199 Consolidated Car Heating Co.3211 Crosby Steam Gage and Valve Co... 3195 Curtain Supply Co. (The).3195 Damascus Brake Beam Co.3188 Devoe, F. W. & C. T. Raynolds Co... 3198 Dixon (Joseph) Crucible Co. Inside Front Cover Dressel Railway Lamp Works.3212 Dudgeon, Richard.3210 Edwards Co., O. M. (The). 3201 Electric Railway Journal.3189 Flannery Bolt Co.3192 Franklin Mfg. Co.Outside Front Cover Franklin Railway Supply Co.3187 Galena-Signal Oil Co.. Outside Front Cover Gautier (J. H.) & Co. 3205 General Electric Company. 3207 Gisholt Machine Co. 3189 Gold Car Heating and Lighting Co. Outside Front Cover Gould Coupler Co. 3208 Hale & Kilburn Co.3196 Hutchins Car Roofing Co. 3217 Independent Pneumatic Tool Co.3194 Jenkins Bros.Inside Front Cover Johns-Manville Co. (H. W.).3199 Jones (B. M.) & Co.Inside Back Cover Lalance & Grosjean Mfg. Co.3212 Locomotive Superheater Co. 3202 PAGE McConway & Torley Co.3199 McCord & Company.3212 McNab & Harlin Mfg. Co. 3187 Magnus Metal Company Outside Front Cover Manning. Maxwell & Moore. 3211 Miner Co., W. H. 3203 Murphy Varnish Co. 3209 Nathan Manufacturing Co. 3196 National Car Wheel Co. 3205 National Lock Washer Co. (The).. . 3193 National Malleable Castings Co. (The) Outside Back Cover National Tube Co. 3201 New York Air Brake Company. 3196 Niles-Bement-Pond Co. 3205 Pantasote Co. (The). 3208 Peerless Rubber Mfg. Co. 3200 Phoenix Glass Co. (The). 3215 Pittsburgh Testing Laboratory.3197 Pocket List R.R. Officials.3189 Poliak Steel Co. (The). 3219 Pressed Steel Car Co.3214 Prepayment Car Sales Co. 3218 Prosser (Thos.) & Son. Outside Back Cover Railway Age Gazette. 3198 Railway Appliances Company. 3206 Rail Joint Co. (The). 3196 Railway Steel Spring Co. 3204 Railway & Locomotive Engineering. 3198 Ramapo Iron Works. 3200 Safety Car Heating & Lighting Co.. 3213 Scranton Bolt & Nut Co. (The). 3204 Scullin-Gallagher Iron & Steel Co. 3221 Sellers (William) & Co., Inc. 3188 Sherwin-Williams Co. 3194 St. Louis Surfacer & Paint Co .3188 Standard Coupler Co. 3190 Standard Heat and Ventilation Company.. 3204 Standard Steel Car Co. 3213 Star Brass Mfg. Co. 3194 Star Headlight Co. 3189 Storrs Mica Co.3195 Swan & Finch Co .3195 Symington Co., T. H. (The). 3219 Tool Steel Gear & Pinion Co. (The). 3218 Tyler Tube Pipe Co. Margin Outside Back Cover Union Spring and Mfg. Co. 3221 United States Graphite Co. 3219 United States Ltg. & Htg. Co. 3214 U. S. Metal & Mfg. Co. 3206 United States Metallic Packing ,'o.. 3203 United States Mortgage & Ti ust Co. 3215 Watson-Stillman Co. (The). 3211 Western Wheeled Scraper Co. Inside Front Cover Westinghouse Air Brake Co.3190 Whitmore Mfg. Co. 3200 Willev (C. A.) Company. 3214 Worth Brothers Company. 3193 3222 THE BALDWIN LOCOMOTIVE WORKS PHILADELPHIA, PA. LOCOMOTIVES ELECTRIC MOTOR and TRAILER TRUCKS Taylor Best Yorkshire IRON ForStaybolts,Piston Rods Iron Used by the leading railroads. Axles, etc STEELS Double Mushet High Speed Steel The most advanced type of this kind of Steel. Mushet High Speed Steel Produces superior results in all kinds of work. Extra Best Titanic Cast Steel The highest grade Carbon Steel. .. /Warranted Crucible Case Steel " ,a *\Extra lough Chisel Steel Tool Steels of low price but excellent quality. Mushet High Speed Steel Twist Drills R. Mushet’s Special Steel (Self-hardening). B. M. JONES & CO., Inc. 141 MILK STREET 141 BROADWAY 930 MONADNOCK BLDG. BOSTON NEW YORK CHICAGO SOLE SELLING AGENT FLEXIBLE BOLT COMPANY, OWNER OF THE “ BREAK-LESS ” STAYBOLT Made by JAMES McKAY COMPANY, Manufacturers of CHAIN and FORGINGS PITTSBURGH, PENNA. ' -a -.r/ » ■ • • •/. " " - - - • • - . Hill STEEL TIRES «)N LOCOMOTIVE DRIVING WHEELS, AND ON STEEL-TIRED WHEELS, GIVE THE BEST RESULTS FOR EVERY VARIETY OF SERVICE. THOMAS PROSSER & SON, 15 GOER STREET, NEW YORK. OLD COLONY BUILDING, CHICAGO. THIS SPACE FOR SALE GRECO BRAKE BEAMS “Oeco Construction” means superiority. MSW* Our withstand a load of 40,000 pounds at Vie inch deflection. CHICAGO RAILWAY EQUIPMENT COMPANY The World's Brake Beam Builders Creco Brake Beams Chicago Our book of "Mechanical Drawings” will be of use to the members of the New York Railroad Club. Copy will be promptly mailed to any member on request. MCB COUPLERS TEMPORARY STANDARD Manufactured by THE NATIONAL MALLEABLE CASTINGS GO. Cleveland Chicago Indianapolis Toledo Sharon Melrose Park * f c ■