Vol. 84, No. 11

Table of Contents Appears on Page 5 of Advertising Section

Two Pertinent Questions

THE following concise and convincing explanation of American industrial supremacy is quoted by R. M. Hudson, chief of the Division of Simplified Practice, Department of Commerce, in a recent news bulletin: "The industrial success of America rests on our willingness to throw out the old and inefficient and install the new and efficient. High wages have compelled us

to adopt this policy because the only chance the Amer

ican manufacturer has for survival in the world mar

ket is by employing machines to do his work." The first question which may be asked is, To what extent have American railroads, following the lead of our manufacturers, scrapped and replaced obsolete locomotives, cars, machinery, tools and equipment and reconstructed outgrown repair shops, engine terminals and other fixed facilities? While adequate earnings as well as an open-minded management are admittedly essential to any substantial improvement program, another natural query is, Are the railroads in all cases going ahead with the work of replacing the old and inefficient with the new and efficient as fast as conditions warrant? There are probably few roads which will not profit by a searching self-scrutiny in answering these two questions for their individual properties.

North Shore Line Carried
Record Traffic in 1927
THE

HE Chicago, North Shore & Milwaukee, commonly known as the North Shore Line, which is an electric railway extending from Chicago to Milwaukee, Wis., handled last year the largest volume of traffic, both passenger and freight in its history. It carried 10,865,823 passengers on its main line, an increase of 151,365 passengers over the number carried in 1926, and handled 843,000 tons of freight, a gain in one. year of 186,000 tons. This record stands out especially because it was made in a year when railway traffic in general and particularly passenger traffic was less than in the previous year. Unremitting efforts toward the development of every possible source of freight and passenger traffic has been the outstanding characteristic of the North Shore Line's history. It has speeded up its trains and made them modern and comfortable. For the further development of its regular passenger business it has established motor coach feeder lines, which may have been somewhat unprofitable in themselves but which have brought much traffic to the main line of the railway. It has concentrated upon the development of special party business until special trains between Milwaukee and Chicago or intermediate points have become almost every-day occurrences. To develop its freight traffic it has established

off-line stations connected with the main line by tractor and trailer operation and has pioneered in a form of fast container operation. It has advertised its service. consistently and effectively. The result of its efforts. are shown in the record business which it handled last year.

Eliminating "Unavoidable" Delays

SEVERAL advantages of the centralized system of dispatcher control have been set forth in articles published since an installation of this character was placed in service on the Ohio division of the New York Central last July. However, actual operating conditions are bringing to light still other advantages from time. to time. Whereas the time lost previously by trains pulling into sidings and waiting for a meet was included in "unavoidable" delays, J. J. Brinkworth, superintenthe Signal Section, A. R. A., last week, stated that a dent of this division, in talking before the convention of check made recently showed that 70 per cent of the meets were now being made without either train stopping. This result is accomplished by the use of long sidings, with all main line switches power-operated and controlled from a central point by the dispatcher. periods of heavy traffic as many as 50 trains are operated over this 40-mile section of a single track in a day. Many of these are heavy tonnage coal trains, which cost from $3 to $5 to stop, according to Mr. Brinkworth. A marked reduction in the number of train stops and the elimination of 70 per cent of the “unavoidable" delays on sidings, represent a saving that alone will pay a handsome return on an investment for an installation of the centralized dispatchers' control system on many sections of busy single-track lines over the country.

It Can Be Done!

In

N the interest of improved draft gear conditions and

the resultant decrease in lading and equipment damage, the suggestion has been advanced that periodical dropping, inspection and repair of draft gears be made mandatory under an interchange rule. Most students of the subject feel strongly that such a plan would be impractical at the present time. There is nothing to prevent individual railroads, however, from embarking on programs of periodic draft gear inspection and maintenance on system-owned cars. This not only can be but is being done. One large railroad is working on a program whereby it is anticipated that all of the system cars will be inspected and faulty draft gear conditions remedied within a period of two years. Another progressive road removes, inspects and repairs draft gears