matic device on the motor-car or locomotive depresses the contact shoes away from the third rail and lifts the overhead contact arm into place. The trackwork and third rail installation were done by the company forces. The changes in trackage and structures include, beside complete four-tracking in the Electric Zone and installation of conductor rail, many improvements in alignment, the construction of interchange yards and repair shops at the terminals of the Electric Zone, the elimination of grade crossings at many points, the reconstruction of way stations in the Electric Zone, and the rebuilding of the Grand Central Station and Terminal. At Croton-on-Hudson and North White Plains, the northern terminals of the Electric Zone, facilities are provided for the change from steam to electric locomotives, and vice-versa, for through trains, and suitable shops for necessary repairs to the electric equipment. A complete new system of automatic signals in the Electric Zone, together with a comprehensive system of interlocking, was installed. The frequent train service contemplated with the commencement of electrical operation rendered it absolutely essential for the safety of the public, and the efficient movement of the traffic, that all grade street crossings within the limits of the Electric Zone be abolished. This was accomplished at some points by means of overhead bridges; at others, by carrying the streets under the elevated tracks. General The electrification of isolated sections of the steam railroads will continue in special situations, such as in long terminals, in large cities, or on roads with heavy suburban traffic, but its general adoption need not be expected for some time to come. The cost of the work is great, which means that its use entails large additions to the capital account and in consequence large increase in the fixed interest charges on the additional capital. No doubt continued electric operation will develop certain economies not now possible, but for much the greater part of railroad traffic, steam operation will continue to be more economical when all the factors determining the net earnings after paying fixed charges are included in the comparison. ILLUSTRATION OF ENGINEERING ORGANIZATION The organization on all large roads embraces, of course, the officers doing the same work, but the titles and manner of reporting vary. On the comparatively small Nashville, Chattanooga & St. Louis Railway System the chief engineer reports to the general manager and the department engineers to him. On the construction side, the resident engineers report through the division engineers (of construction) to the engineer of construction, who reports to the chief engineer. The signalmen report through the signal engineer to the chief engineer and also to the division engineer (of maintenance) on current operation. The timber and tie agent reports to the general roadmaster, who in turn reports both to the engineer and to the division superintendent. Figure 5 summarizes this organization: FIG. 5.-Engineering Organization of the Nashville, Chattanooga & St. Louis Railway The engineering organization of the Louisville & Nashville Railroad is shown in Figure 6. It will be noted that the chief and consulting engineer report to the general manager, and that the chief engineer of construction and the principal assistant engineer report to the chief engineer. This principal assistant engineer is in charge of maintenance of way and has nine officers reporting to him, six of whom are engineers; viz., signal, bridge, maintenance-of-way (track and roadbed), miscellaneous work, designing, water supply. The architect, general roadmaster (track), and superintendent of timber-treating plants having direct responsibility for the execution of work report to him directly also. The supervisors of bridges and buildings and the assistant engineers (division engineers) report directly to the division superintendent on current operation, and to the assistant engineer of maintenance of way and bridge engineers on standards of maintenance. The engineering organization employed in the largest systems is shown for the Atchison, Topeka & Santa Fe Railroad in Figure 7. There is a chief engineer of the whole system reporting to the vice president in charge of construction and operation. There are four chief engineers reporting to the chief engineer of system on matters relating to standards of engineering work and structures and to the general managers on maintenance of way and other operating matters. The chief engineer at Topeka, Kan., has charge of 3,016 miles of lines; at Amarillo, Tex., of 3,844 miles; at Los Angeles, of 2,060 miles. At Prescott, Ariz., the chief engineer has charge of the Santa Fe, Phoenix & Prescott Railway, 403 miles. It will be noted that each of the three first-named chief engineers has charge of a constituent part of the system averaging 2,930 miles in length. They each have an assistant engineer in charge of maintenance and on the Coast FIG. 7.-Engineering Organization of the Atchison, Topeka & Santa Fe Railway Lines the chief engineer has an assistant in charge of construction in addition. An assistant valuation engineer and the supervisor of water service report to them, as well as three signal supervisors on matters relating to maintenance of signals. The following system officers also report directly to the system chief engineer; viz., signal engineer, bridge engineer, valuation engineer, architect, and manager of timber-treating plants, and in addition assistant engineers of construction. All these except the last-named are staff officers charged with the design of work and establishment of standards. This organization is based on the idea that matters of general policy and standards shall be under the control of system officers, and general uniformity of engineering practice is thus obtained; the actual performance |